• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    CHARGE INPUT CONTROL DEVICE FOR ELECTRIC VEHICLE. Charge entry control device for electric vehicle, wherein the release operation of a fitting portion is regulated when the fitting portion of a charge connector and the portion to be fitted to a charging portion are engaged. Specifically, when controlling a locking mechanism that reaches a locked state to restrict the release of the socket and an unlocked state to allow the release operation, the locked state is only achieved when a load request is being issued from the side of the vehicle. As a result, it is possible to avoid an unexpected release when charging a connection between a charging input and a charging connector.
    公开号:BR112014021499B1
    申请号:R112014021499-9
    申请日:2013-02-20
    公开日:2021-07-06
    发明作者:Hirofumi Uchiyama；Hiroyuki Ohya；Tsuyoshi Nakajima
    申请人:Nissan Motor Co., Ltd；
    IPC主号:
    专利说明:

    Field of Technique
    [001] The present invention relates to a charging input control device for an electric vehicle, which is capable of locking the connection by connecting a charging connector to a charging input used in charging a battery mounted in the vehicle . Fundamentals of Technique
    [002] As a technique related to charging input control device for electric vehicle, it was disclosed in Patent Document 1. This publication discloses a technique of locking the charging connector and a connector cap locking mechanism in in conjunction or in sync with a door lock on a vehicle that is capable of being externally charged, in order to prevent theft of a charging cable.
    [003] Here, as an external charging site that is becoming very widespread these days, there is a charging site (hereafter called the area that can remain occupied) similar to a house that can remain occupied and a public charging site (hereinafter called an area that cannot remain occupied) such as a charging station (a charging point) that cannot remain occupied. Determining these fundamentals, in the area capable of occupation, it is necessary to avoid theft of the charging cable. On the other hand, in the area that cannot remain occupied, in addition to preventing theft of the charging cable, a condition is required in which anyone can secure and remove the charging cable when charging is complete and many users can carry out the load efficiently. In other words, if the charging cable is continuously locked even after charging is complete, the problem occurs that others cannot charge until a driver returns and the latch is released. List of Citations Patent Document Patent Document 1: Publication of Provisional Patent Application JP Tokkai N° 2009-081917 Invention Summary
    [004] The present invention was carried out in view of the above problem, and an objective of the present invention is to provide a charging input control device for the electric vehicle, which is able to increase the efficiency of a charging in public facilities for charging while preventing charging cable theft.
    [005] To achieve the objective, when an engagement portion of a charging connector and an engaged portion of a charging input are in an engaged state, a charging input control device for the electric vehicle of the present invention limits an operation to withdraw from the engagement state. By controlling a locking mechanism that reaches a locked state in which removal from the engagement state is restricted and an unlocked state in which the removal operation is allowed, only when a load request is being issued from a vehicle part , the charging input control device sets the locking mechanism in the locked state.
    [006] Consequently, since a situation in which the charging connector is unexpectedly removed during charging can be avoided, it is possible to avoid theft of the charging cable and avoid the situation where charging is not yet complete when the driver returns after the programmed charging time has elapsed. Furthermore, it is possible to increase the charging efficiency in public charging facilities. Brief Description of Drawings
    [007] Figure 1 is a schematic view showing a state of charge of a vehicle provided with a charge input control device for an electric vehicle according to an embodiment 1.
    [008] Figure 2 is a schematic sectional view showing a state in which a charging connector and a charging input are connected, of mode 1.
    [009] Figure 3 is a side view showing a structure of a mode 1 locking mechanism.
    [010] Figure 4 is a bottom view showing the structure of the mode 1 locking mechanism.
    [011] Figure 5 is a block diagram showing a control configuration of a mode 1 lock state control unit.
    [012] Figure 6 is a perspective view of the state in which the charging connector and charging input are connected, from mode 1.
    [013] Figure 7 is a schematic view showing a configuration of a mode 1 mode selection switch.
    [014] Figure 8 is a schematic view showing a mode 1 monitor display.
    [015] Figure 9 is a schematic view showing a vehicle smart key of mode 1.
    [016] Figure 10 is a flowchart showing a mode control process according to mode 1.
    [017] Figure 11 is a time graph showing the change of a lock state when a first mode is selected, from mode 1.
    [018] Figure 12 is a schematic view showing a configuration of a loading point according to a mode 2.
    [019] Figure 13 is a block diagram showing a control configuration of a lock state control unit according to a mode 3. Description of Modalities Modal 1
    [020] Figure 1 is a schematic view showing a charging state of a vehicle that is provided with a charging input control device for an electric vehicle of a mode 1. On a front side of a vehicle 3, an inlet charger 4 which is electrically connected to a battery 6 mounted on a floor of the vehicle 3 via a cable 43 is provided on a front side with respect to a hood 31. This charging input 4 is provided in a position which has substantially the the same height as an upper edge of a tire wheel arch 33 and is lower than a side mirror 34. The loading inlet 4 is closed by a loading cap 32 in the unloaded state. A charging point 1 is provided with a charging connector 2 for power supply. When charging, by opening the charging cover 32 and inserting the charging connector 2 into the charging input 4 and connecting them, charging is carried out.
    [021] Figure 2 is a schematic sectional view showing a state in which the charging connector and the charging input are connected, of mode 1. The charging input 4 has an inserted member (or a connector receiving member) 41 which is fixed to a body-forming member B1 in the vehicle part by means of a clamp 74 and into which the charging connector 2 is inserted, the cable 43 which is connected to the inserted member 41 within a vehicle body, and a tube 42 covering a connecting portion of that cable 43. A protrusion 41a is formed on an outer circumference of the inserted member 41. Furthermore, an insertion hole into which an insertion portion 22 of the charging connector 2 can be inserted only in a predetermined positional relationship between the insertion portion 22 and the insertion hole is formed on an inner circumference of the inserted member 41.
    [022] Charging connector 2 is a connector type that is generally and widely installed, and is a standardized connector whose shape (layout) and size are determined by a unified standard. Charging connector 2 is connected to charging input 4 of the vehicle by an operator. The loading connector 2 has a handle portion 21 which the operator holds, the insertion portion 22 which is inserted into the loading inlet 4 on the vehicle part, and an engagement member 23 which allows engagement and disengagement (withdrawal) between the charging connector 2 and charging input 4 by the operator. The engagement member 23 restricts or limits a movement of the loading connector 2 in a direction which withdraws the loading connector 2 from the loading inlet 4 by engaging with the protrusion 41a provided on the side of the loading inlet 4 when the loading connector 2 is connected to charging input 4.
    [023] Engagement member 23 is a member that pivots on a support point 23c attached to a liner member of the load connector 2. Engagement member 23 is forced by an elastic member (not shown) so that a withdraw button 23a is positioned on an upper side in Figure 2 (so that a claw portion 23d is positioned on a lower side in Figure 2). The withdrawal button 23a is provided on an edge portion on the side of the handle portion 21 so that the operator can press or depress the withdrawal button 23a while holding the handle portion 21. On the other hand, the claw portion 23d engaging the protrusion 41a is provided at an edge portion on the side of the insert portion 22. The claw portion 23d has a claw shape having a curved surface portion 23d1, at a tip portion of the insert portion. claw 23d, which is formed as a smooth curved surface in an insertion direction and a stepped portion 23d2 which forms an acute angle with respect to the extraction direction. On the other hand, on an edge surface of the protrusion 41a, which faces an external side of the vehicle, an inclined surface 41a1 is formed. On an edge surface of the protrusion 41a, which faces an inner side of the vehicle, an engagement surface 41a2 is formed which is substantially perpendicular to the direction of extraction. Protrusion 41a has an anisotropic shape close to these surfaces.
    [024] By inserting the load connector 2 into the load input 4, the curved surface portion 23d1 of the nose portion of the grip portion 23d can rise above or move up the sloping surface of the protrusion 41a without requiring an operation special withdrawal button 23a. Subsequently, when the stepped portion 23d2 has passed the engagement surface 41a2, the claw portion 23d is pressed down (returns down) by the action of the elastic member (not shown), and then the claw portion 23d and the protrusion 41a are engaged. Here, it is also possible to insert the charging connector 2 while pressing or pressing the withdraw button 23a. With this hitch, even if the operator pulls the charging connector in the withdraw direction without operating the withdraw button 23a, movement in the withdrawal direction of the charging connector 2 is restricted due to the fact that the stepped portion 23d2 and the engagement surface 41a2 are engaged. To release this engagement, by squeezing or depressing the withdraw button 23a, the engagement member 23 pivots on the support point 23c, and the claw portion 23d moves upwards with respect to the engagement surface 41a2, then undoes the hitch.
    [025] Figure 3 is a side view showing a structure of a mode 1 locking mechanism. Figure 4 is a bottom view illustrating the structure of the mode 1 locking mechanism.
    [026] A locking mechanism 7 that limits the rotation of the hitch member 23 is provided above the loading inlet 4. The locking mechanism 7 has a swing arm 71 which, by being positioned in a direction in which the claw portion 23d is separated from the protrusion 41a, reaches a limiting state that limits the separation of the claw portion 23d from the protrusion 41a and which, as it is not positioned in the direction of separation of the claw portion 23d from the protrusion 41a, it arrives to a non-limiting state that does not limit the separation of the claw portion 23d from the protrusion 41a, a lock actuator 73 which actuates this swing arm 71 and the clamp 74 which secures and supports the lock actuator 73 and the inserted member 41 of the loading input 4.
    [027] As shown in the side view of Figure 3 and the bottom view of Figure 4, the clamp 74 has an upper surface portion 74d that secures and supports the lock actuator 73 with a pin 74e, an extended support portion 74b that extends from the upper surface portion 74d to cover a movable extension of the swing arm 71, a lateral surface portion 74c which is bent at a substantially right angle to the upper surface portion 74d and holds the inserted member 41 etc. with a pin, and a cover member 74g which is attached from a side facing the upper surface portion 74d and presses the locking actuator 73 together with the upper surface portion 74d. The upper surface portion 74d, the locking actuator 73 and the cover member 74g are securely mounted with a plurality of pins 74e and nuts 74f. In the upper surface portion 74d, an induced operating opening of predetermined duration 74a is formed through which a clamping screw 72 which will be mentioned below can be operated (see Figure 2, etc.). The operator can tighten the clamping screw 72 using a screwdriver, etc. opening the hood.
    [028] Figure 6 is a perspective view of the state in which the charging connector and the charging input are connected, of mode 1. Inserting the charging connector 2 into the charging input 4 and adjusting the position of the swing arm 71 to the grip portion 23d separation direction by the operation of the locking mechanism 7, even if the operator presses or presses the withdraw button 23a, the grip portion 23d cannot move in the separation direction. With this operation, the engagement between the protrusion 41a and the claw portion 23d cannot be undone, thus preventing the loading connector 2 from being pulled out. At that time, to protect the locking mechanism 7 from dust ingress, a cover member 9 is provided on the loading inlet 4 of the vehicle. The cover member 9 protects the locking mechanism 7 from an insertion/withdrawal side of the loading connector 2, and has an opening 91 where the claw portion 23d can be inserted and a part of the swing arm 71 is exposed.
    [029] In a state in which, by inserting the charging connector 2 into the charging input 4 and operating the locking mechanism 7, the charging is initiated and the operator leaves a charging place, as shown in Figure 6, a diametrically portion 71f of the rocker arm 71 is exposed. If a gap between the covering member 9 and the diametrically outermost portion 71f is large, it is possible to force the swing arm 71 open by inserting a finger into the gap. Thus, the clearance between the covering member 9 and the diametrically outermost portion 71f is adjusted to be narrow so that the covering member 9 and the diametrically outermost portion 71f do not touch.
    [030] Furthermore, in a state in which removal of the charging connector 2 is restricted by the locking mechanism 7, the entire opening 91 is closed off by the diametrically outermost portion 71f of the swingarm 71. In other words, an extension at a direction of rotation of the diametrically outermost portion 71f is determined to be longer than an aperture width (the extent of rotation direction) of aperture 91. The reason for this is that, as described above, a possibility of forcing the swing arm 71 open by inserting a finger, etc. in clearance is excluded in the case where clearance exists between an edge of the opening 91 and an edge of the swingarm 71. Locking mechanism mode selection control process
    [031] In the following, a locking mechanism 7 control setting will be explained. First, a foundation that is required to control the operation of the locking mechanism 7 will be explained. As for the charging point, it is conceivable that there are cases where the charging point is installed in a place (an area that can remain occupied) such as a residence, which can certainly remain occupied, and is installed in a place (an area that cannot remain occupied) such as a public charging point where it is desirable for the vehicle to immediately leave the charging point after charging is complete. In the area that can remain occupied, since the operating state of the locking mechanism 7 does not affect third parties in any way, from the point of view of avoiding an intentional unexpected disconnection of the charging connector 2, a second mode which is a mode that sets the locking mechanism 7 into an indefinitely locked state (a full-time locked state) is selected. However, in the area that cannot remain occupied, if the locking mechanism 7 is in the locked state full time, when others want to load, a problem arises as to the impossibility of carrying out a load.
    [032] On the other hand, in the case of the loading point that prohibits locking, or in the case where others want to remove the lock when the locking mechanism 7 is in the locked state, as it is necessary that the locking mechanism If engine 7 is in a full-time unlocked state, a third mode which is a mode that sets mechanism 7 to the full-time unlocked state is selected. However, because anyone can easily remove or disconnect charger connector 2, there is a risk that charger connector 2 will be unexpectedly removed during charging. In addition, the charging cable could be stolen, or a situation could arise where charging has not yet been completed when the driver returns after a programmed charging time has elapsed.
    [033] Thus, from the standpoints of preventing third parties and avoiding occupation in the area that cannot remain occupied, a first mode is determined, which maintains the locked state of the locking mechanism 7 when the load is in progress and adjusts the locking mechanism 7 in an unlocked state when charging is complete so that others can pull out the charging connector 2 and connect it to their own vehicles. In the following description, a mode selection process for these modes will be explained.
    [034] Figure 5 is a block diagram showing a control configuration of a mode 1 lock state control unit. A lock state control unit 100 receives predetermined information about an external load input from point charger 1, and feeds vehicle part control information to calculate information relating to the energy usage provided by charging point 1 on the vehicle, and further receives information selected by a mode selection switch 8 which will be mentioned later. The lock state control unit 100 then selects the locked mode of the lock mechanism 7 based on each information, and operates the lock mechanism 7 in accordance with the contents of the selected locked mode.
    [035] Figure 7 is a schematic view showing a configuration of the mode selection switch of mode 1. The mode selection switch 8 is a three-band alternative type switch. The upper stage is an AUTO 81a to select the first mode, the middle stage is an UNLOCK 81b to select the third mode which sets the lock mechanism 7 in the unlocked state full time, and the lower stage is a LOCK 81c to select the second mode which sets the locking mechanism 7 to the full-time locked state. As the first and second modes are arranged on either side of the third mode of the unlocked state with the third mode being central as described above, the driver can easily select the mode. Furthermore, as locking is done by operating the tap-changer from a neutral point in either direction, trouble-free operability is achieved when the locked state is desired. As for the characters (or letters) and/or illustrations that are part of this switch, they are formed in resin with light permeability, and LED lamps (LED lights) 82a, 82b and 82c are provided at corresponding lower surface positions to the respective modes of the mode selection switch 8. When the mode selection switch 8 is operated by the driver, the LED light corresponding to the selected mode remains on (light on) for a first predetermined period of time after the ignition switch be turned off, and then goes off. With this, the driver can visually identify the currently selected mode with ease from the outside of the vehicle when the driver exits the vehicle and operates Charging Connector 2 in an ignition off state.
    [036] Figure 8 is a schematic view illustrating a mode 1 monitor display. A monitor display 10 is disposed on the front side of the driver's seat, and shows vehicle speed, torque, a gauge of remaining load of the driver's seat. battery 10a and a shift lever position 10b. The monitor display 10 has on the monitor display an indication section 10c which indicates the mode (mode contents) selected by the lock status control unit 100 (or by the mode selection switch 8). This indication section 10c continues to indicate the mode for a second predetermined period of time that is less than the first predetermined period of time after the ignition is turned off. With this, the driver is seated immediately after the ignition is turned off, and indicating the mode on the display, whose visibility is at its highest point, it is possible to increase the degree of recognition of the driver mode. Also, after getting out of the vehicle, it is difficult to see the display 10 of the monitor, and the indication by the display consumes a lot of energy compared to the LED light. Thus, by extending the time the LED light is on, which has high visibility from the outside after leaving the vehicle and which consumes little energy, it is possible to increase the degree of identification of the mode by the driver to the at the same time that energy consumption is eliminated.
    [037] Figure 9 is a schematic view showing a vehicle smart key, of mode 1. This key device 200 has, in descending order, a button 201 to lock the door, a button 202 to unlock the door, a button 203 to open the trunk, an unlock button 204 and the like. When the driver presses these buttons after leaving the vehicle, a signal is transmitted to the vehicle by radio, and an operation is performed according to the function of each button. Even in the case of the locked state of the first mode of the full-time locked state by the second mode, when the unlock button 204 is pressed (or pressed), the locking mechanism 7 is brought to the unlocked state. On the other hand, in the case of the unlocked state, the state does not change at all. Therefore, in a case where the charge is not completed and the locking mechanism 7 is in the locked state, when the driver intends to remove the lock by pressing the unlock button 204, there may be the removal of the lock and the charging connector 2 can be taken out. mode control process
    [038] In the following, a mode control process in the lock state control unit 100 will be explained. Figure 10 is a flowchart showing the mode control process according to mode 1.
    [039] In step S0, an assessment is made as to whether or not the place is an area that can remain occupied, based on the information sent from charging point 1 when charging connector 2 is connected. place is the area that can remain occupied, the procedure continues to step S1. Otherwise, that is, when the place is determined to be the area that cannot remain occupied, the procedure continues to step S01, and the first mode is determined, and then the procedure continues to step S2. In other words, in the area that cannot remain occupied, despite the information from the mode selection switch 8 that is selected by the driver, the first mode is selected. With this selection, an excessive occupation of the area that cannot remain occupied is avoided.
    [040] In step S1, a judgment is made as to whether mode selection switch 8 has selected AUTO 81a (the first mode). If AUTO 81a is selected, the procedure continues to step S2. Otherwise, the procedure continues to step S7.
    [041] In step S2, a judgment is made as to whether or not the load indicator is ON. If the charge indicator is ON, the procedure continues to step S3. Otherwise, the procedure continues to step S6. Here, the load indicator is an indicator that is detected based on the control information coming from the vehicle part. The presence or absence of a rechargeable capacity space is determined by the battery, so if the rechargeable capacity space is present, the charge indicator will be ON. Otherwise, ie in case of a fully charged state, the charge indicator will be OFF.
    [042] At step S3, an assessment is made as to whether or not current flows at load input 4. If current flows at load input 4, the procedure continues to step S4. Otherwise, the procedure continues to step S6. This is because if current does not flow, it is not necessary to keep charge connector 2 connected. Here, the need for detecting the presence or absence of current will be explained separately.
    [043] In step S4, the presence or absence of an unlock request is determined. When it is determined that there is an unlocking request, the procedure continues to step S6. When it is determined that there is no unlocking request, the procedure continues to step S6. When considering that there is no unlocking request, the procedure continues to step S5.
    [044] In step S5, the locking mechanism 7 is set to the locked state.
    [045] In step S6, the locking mechanism 7 is set to the unlocked state.
    [046] In step S7, it is determined whether the second mode is selected or not. If the second mode is selected, the procedure continues to step S4 and step S5, and locking mechanism 7 is set to the locked state. On the other hand, if the second mode is not selected, the third mode is considered to be selected, and the procedure continues to step S8, and the locking mechanism 7 is set to the unlocked state.
    [047] Figure 11 is a time graph showing the change from a locked state when the first mode is selected, from mode 1. In this time graph, the rechargeable capacity space is present in the battery, and the locking mechanism 7 is in the unlocked state, and in addition the mode selection switch 8 selects AUTO 81a (the first mode).
    [048] At time t1, when the driver connects the charging connector 2, the locking mechanism 7 is set to the locked state, and charging starts.
    [049] At time t2, when a power outage occurs, as current does not flow at the load input 4 even if there is a load request, the locking mechanism 7 is brought to the unlocked state. With respect to this unlocked state, for example, in the case where there is a need for a charging facility administrator to remove charging connector 2 from charging input 4 for some reason even during charging, by tripping a circuit breaker of the charging point 1, it is possible to set the locking mechanism 7 to the unlocked state.
    [050] At time t3, when power outage ends, once current starts flowing at load input 4, the locked state is selected again.
    [051] At time t4, when charging is complete, the charge indicator is set to OFF. Then, in response to this indicator, the locking mechanism 7 is set to the unlocked state. Next, if a control, such as a battery temperature control, which is a thermal control of the temperature of a battery by energy from charging point 1 and an air preconditioning to ensure an appropriate temperature inside the vehicle at an adjustment time, is performed by an adjustment of the vehicle part, current flows. However, since locking mechanism 7 is in the unlocked state, when it is inappropriate to occupy charge point 1, others may remove charge connector 2 from charge input 4.
    [052] In view of the above, mode 1 includes the configuration and effect described below.
    [053] (1) A loading input control device includes a loading input 4 having a protrusion 41a (an engaging portion) to which a grip portion 23d (an engaging portion) of a loading connector 2 is connected by the user and being powered from an external power source in a state of engagement; a locking mechanism 7 which achieves a locked state in which withdrawal from the engaged state is restricted when the claw portion 23d and the protrusion 41a are in the engaged state by limiting an operation of withdrawing the claw portion 23d and reaching it. if an unlocked state allowing the withdraw operation; and a lock state control unit 100 controlling the lock mechanism 7 in the locked state or in the unlocked state. The lock state control unit 100 has a first mode for controlling the lock mechanism 7 in the locked state only when a load request is being issued from a vehicle part.
    [054] Therefore, as a situation in which charging connector 2 is unexpectedly removed during charging can be avoided, it is possible to avoid theft of the charging cable and avoid the situation where charging is not yet completed when the driver returns after the programmed charging time has elapsed. Furthermore, as it is possible to prevent the charging facility from being unnecessarily occupied in the public charging facility, the charging efficiency can be increased.
    [055] (2) A loading input control device includes a loading input 4 having a protrusion 41a (an engaging portion) to which a grip portion 23d (an engaging portion) of a loading connector 2 is connected by the user and supplied with power from an external power source in a state of engagement; a locking mechanism 7 which achieves a locked state in which withdrawal from the engaged state is restricted when the claw portion 23d and the protrusion 41a are in the engaged state by limiting a release operation of the claw portion 23d and reaching a unlocked state allowing the withdraw operation; and a lock state control unit 100 controlling the lock mechanism 7 in the locked state or in the unlocked state. The lock state control unit 100 has a first mode for controlling the lock mechanism 7 in the locked state only when power is being supplied to the charging input 4.
    [056] Therefore, as a situation in which the charging connector 2 is unexpectedly removed during charging can be avoided, it is possible to avoid theft of the charging cable and avoid the situation where charging is not yet complete when the driver returns after the scheduled charging time elapses. Furthermore, as it is possible to prevent the charging facility from being unnecessarily occupied in public charging facilities, the charging efficiency can be increased. Furthermore, in case there is a need for the charging facility administrator to remove the charging connector 2, by tripping the charging point 1 circuit breaker, the power supply may be interrupted. Then, by bringing the locking mechanism 7 to the unlocked state, the administrator can remove the load connector 2. Thus, various situations can be managed.
    [057] (3) The lock state control unit 100 has a second mode to maintain the locked state full time. Therefore, when the charging location is the charging facility which can remain occupied, the charging cable is not unexpectedly removed, thus preventing theft.
    [058] (4) The lock state control unit 100 has a third mode to maintain the unlocked state full time. Therefore, the unlocked state can be selected in the loading installation where no locking is required or no locking is allowed. Furthermore, when the locking mechanism 7 is in the locked state, by changing the mode it is possible to easily adjust the locking mechanism 7 in the unlocked state.
    [059] (5) A mode selection switch 8 that can select the mode of the lock status control unit is provided inside a vehicle. Therefore, the driver can change the mode easily according to the charging installation.
    [060] (6) The 8 mode selection switch has an LED light (a light) 82a; 82b; 82c, corresponding to a mode-select portion, which lights up, and that mode-select portion LED light 82 remains on for the first predetermined period of time after the ignition switch is turned off and thereafter goes off.
    [061] Therefore, when the driver's attention after turning off the ignition is focused on a charging operation, the driver can check or confirm the selected mode.
    [062] (7) The 8 mode selection switch is a switch that selects the first mode, the second mode to keep the state locked full time and the third mode to keep the state unlocked full time, and the first mode and the second mode are arranged on both sides of the third mode, the third mode being placed in the center.
    [063] Therefore, the driver can easily select the mode. Furthermore, as the locking is performed when operating the tap-changer from a neutral position to either direction, simplicity in operation is obtained when the locked state is desired.
    [064] (8) Mode contents executed by the lock status control unit 100 are shown on a display provided inside the vehicle for the second predetermined period of time after the ignition switch is turned off. Therefore, by displaying the mode (the contents of the mode) on the display whose visibility is high for the driver, the driver can select the mode suitable for the charging facilities.
    [065] (9) An LED light 82 which can select the mode of the lock status control unit 100 and whose mode selected portion lights is provided in the vehicle interior, and the LED light 82 has a switch mode selector 8 whose selected mode portion remains lit for the first predetermined time after the ignition switch is turned off and subsequently goes out, and the second predetermined period of time is set to be less than the first predetermined period.
    [066] Therefore, by indicating the mode on the display 10 whose visibility could be higher when the ignition is off, it is possible to increase the degree of identification of the mode for the driver. Also, after getting out of the vehicle, it is difficult to see the display 10 of the monitor, and the indication by the display consumes a lot of energy compared to the LED light when lit. Thus, by increasing the LED light on time, which has high visibility to the outside after exiting the vehicle and has low energy consumption, it is possible to increase the degree of identification of the mode by the driver while eliminating the consumption of energy.
    [067] (10) The lock status control unit 100 has a step S0 (a section where occupancy capacity/disability is determined) to determine whether or not the loading location can remain occupied during loading. When it is determined that the loading location cannot remain occupied, the first mode is selected, and when it is determined that the loading location can remain occupied, the second mode or third mode is selected to keep the unlocked state full-time.
    [068] Therefore, in the area that cannot remain occupied, regardless of the mode selection switch 8 information selected by the driver, the first mode is selected, thus avoiding excessive occupancy in the area that cannot remain occupied.
    [069] (11) A lock release button 204 (an unlock switch) of a smart switch 200 that can issue an unlock request regardless of the mode of the lock state control unit 100 is provided. portioned, and when the unlocking request is issued by the lock release button 204, the lock state control unit 100 gives priority to the unlocking request.
    [070] Therefore, it is possible to release from the locked state as per the user's will, and thus the ease of use can be increased. Modality 2
    [071] Next, a mode 2 will be explained. As the basic structure or configuration is the same as that of mode 1, only a different point will be explained. Figure 12 is a schematic view showing a configuration of a loading point according to mode 2. In mode 2, loading point 1 has a display section 1a showing the selected mode. Mode information is transmitted from the vehicle part. With this, other users using the charging facility can also understand if charging is being done in the mode where the lock can be released. So, for example, in a case where a vehicle owner does not return after charging is complete, the other user can remove the charging connector 2 and attach it to their own vehicle, which can increase the efficiency of the charging facilities. .
    [072] (12) The lock status control unit 100 is configured to output current mode information to an externally loaded input part. Therefore, the charging point part utilizes the mode information, thus increasing the ease of use. Modality 3
    [073] Next, a modality 3 will be explained. As the basic structure or configuration is the same as in mode 1, only a different point will be explained. Figure 13 is a block diagram showing a control configuration of a lock state control unit according to mode 3. The lock state control unit 100 is provided with an external command receiving section. 100a which can adjust the mode in the first mode based on external information. Thus, even in a case where the mode other than the first mode is selected due to incorrect operation of the mode selection switch 8 by the driver or due to the fact that the driver operates the mode selection switch 8 in the wrong way despite If the charging facility is in the area that cannot remain occupied, for example, by transmitting a signal from the charging facility administrator, a mode change to the first mode can be forced.
    [074] The lock state control unit 100 has an external command receiving section 100a that can set the mode in the first mode based on information external to the vehicle regardless of the mode state executed by the lock state control unit .
    [075] Therefore, even when a wrong mode selection is made by the driver, it can be forced to change the mode to a suitable mode, thus increasing the ease of use and efficiency in charging facilities.
    [076] Although the invention has been described above with reference to some embodiments thereof, the invention is not limited to the embodiments described above. Mode 1 shows, as an example, the loading input that is provided on the front side of the vehicle. However, the loading inlet could be provided on a rear side of the vehicle or on a vehicle side surface. Furthermore, although the above embodiments show the electric vehicle, the present invention can also be applied to a plug-in hybrid vehicle, etc.
    权利要求:
    Claims (12)
    [0001]
    1. A charging input control device for an electric vehicle, comprising: a charging input (4) with which a charging connector (2) is engaged; a locking mechanism (7) which limits release of an engagement state between the charging connector (2) and the charging inlet (4); and a lock state control unit (100) which controls the locking mechanism (7) in a locked state or an unlocked state, wherein the lock state control unit (100) has: a first mode (81a ) to control the locking mechanism (7) to the locked state only when load is in progress; a second mode (81c) for maintaining the locked state full-time; and a third mode (81b) to maintain the unlocked state full time even during loading, and CHARACTERIZED by the fact that the lock state control unit (100) is configured to determine whether or not a loading location can be occupied during loading, and when determined that the loading location cannot be occupied, to select the first mode (81a), and when determined that the loading location can be occupied, to select any one of the first mode (81a), of the second mode (81c) and third mode (81b).
    [0002]
    2. Charge input control device for an electric vehicle, according to claim 1, CHARACTERIZED by the fact that: the lock status control unit (100) determines whether the charge is in progress or not by an output of a load request from a vehicle part.
    [0003]
    3. Charging input control device for an electric vehicle, according to claim 1, CHARACTERIZED by the fact that: the lock status control unit (100) determines whether the charge is in progress or not based on if power is supplied to the charging input (4).
    [0004]
    4. Charging input control device for an electric vehicle, according to any one of claims 1 to 3, CHARACTERIZED by the fact that: a mode selection switch (8) that can select the mode of the control unit Lock state (100) is provided in a vehicle interior.
    [0005]
    5. Charging input control device for an electric vehicle, according to claim 4, CHARACTERIZED by the fact that: the mode selection switch (8) has a light (82a, 82b, 82c) corresponding to a portion so selected, which turns on, and the light (82a, 82b, 82c) of the selected mode portion continues to light for a first predetermined period of time after an ignition switch is turned off, and then goes out.
    [0006]
    6. Charging input control device for an electric vehicle, according to claim 4 or 5, CHARACTERIZED by the fact that: the mode selection switch (8) is a switch that selects the first mode (81a), the second mode (81c) and the third mode (81b), and the first mode (81a) and the second mode (81c) are disposed on both sides of the third mode (81b), with the third mode (81b) being a center.
    [0007]
    7. Charging input control device for an electric vehicle, according to any one of claims 1 to 6, CHARACTERIZED by the fact that: contents of the mode executed by the lock status control unit (100) are shown in a display (10) provided in the vehicle interior for a second predetermined period of time after the ignition switch is turned off.
    [0008]
    8. Charging input control device for an electric vehicle, according to claim 7, CHARACTERIZED by the fact that: a light (82) that can select the mode of the lock status control unit (100) and whose corresponding selected mode portion lights is provided in the vehicle interior, the light (82) has a mode select switch (8) which mode selected portion continues to light for the first predetermined period of time after the ignition switch is turned off and goes out later, and the second predetermined time period is set to be less than the first predetermined time period.
    [0009]
    9. Charging input control device for an electric vehicle, according to claim 1, CHARACTERIZED by the fact that: when it is determined that the charging location cannot be occupied, the first mode (81a) is selected, and when determined that the loading location can be occupied, the second mode (81c) or the third mode (81b) is selected.
    [0010]
    10. Charging input control device for an electric vehicle, according to claim 9, CHARACTERIZED by the fact that: an unlocking switch (204) that can issue an unlocking request regardless of the mode of the status control unit The lock state control unit (100) is provided, and when the unlocking request is issued by the unlocking switch (204), the lock state control unit (100) gives priority to the unlocking request.
    [0011]
    11. Charging input control device for an electric vehicle, according to any one of claims 1 to 10, CHARACTERIZED by the fact that: the lock status control unit (100) is configured to output information currently for an external charging input part.
    [0012]
    12. Charging input control device for an electric vehicle, according to any one of claims 1 to 11, CHARACTERIZED by the fact that: the lock status control unit (100) has an external command receiving section (100a) which can set the mode to the first mode (81a) based on external vehicle information independent of the mode state performed by the lock state control unit (100).
    类似技术:
    公开号 | 公开日 | 专利标题
    BR112014021499B1|2021-07-06|charging input control device for an electric vehicle
    US20150060430A1|2015-03-05|Heat-retaining jacket
    EP2381508B1|2016-03-23|Battery device and electronic apparatus
    EP2980940A1|2016-02-03|Charging cable locking device and controller
    JP5999006B2|2016-09-28|Charging plug lock device
    JP2010264847A|2010-11-25|Electric vehicle
    CN104685982A|2015-06-03|Portable electric vehicle supply equipment
    US8647134B2|2014-02-11|Charge cord lock for electric vehicle
    US20130204473A1|2013-08-08|Method for charging a battery of a motor vehicle, and motor vehicle
    US20190061538A1|2019-02-28|Vehicle
    JP2007501596A5|2011-03-17|
    BR102014006727A2|2015-05-12|Automatic cycle and battery storage system for such system
    EP2777890B1|2016-06-01|Electric power tool
    BR102014006725A2|2015-05-05|Automatic cycle and battery storage system for such system
    WO2011094896A1|2011-08-11|Intelligent multifunctional accumulator
    JP6050680B2|2016-12-21|connector
    CN104718660B|2017-05-03|Battery management device
    US20180022226A1|2018-01-25|Method and control system for charging a vehicle
    JP4787220B2|2011-10-05|In-vehicle electric blanket system
    JP2017034953A|2017-02-09|Charge control device and control program
    JP2010279116A|2010-12-09|Device for control of power supply
    TWI605972B|2017-11-21|Opening mechanism for battery cover of electric vehicle
    JP6400798B2|2018-10-03|Thermal jacket
    JP2021114881A|2021-08-05|Charging/discharging device, engagement state detection method, and computer program
    JP6661715B2|2020-03-11|Thermal insulation jacket
    同族专利:
    公开号 | 公开日
    MX2014010550A|2014-12-05|
    MX345647B|2017-02-09|
    US20150035478A1|2015-02-05|
    US9895987B2|2018-02-20|
    JP5982897B2|2016-08-31|
    RU2577161C1|2016-03-10|
    EP2826660A1|2015-01-21|
    EP2826660A4|2015-03-18|
    CN104169122B|2018-06-22|
    JP2013189075A|2013-09-26|
    BR112014021499A2|2017-06-20|
    WO2013136928A1|2013-09-19|
    CN104169122A|2014-11-26|
    EP2826660B1|2018-10-17|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    JP2916348B2|1993-07-22|1999-07-05|住友電装株式会社|Electric vehicle charging connector|
    JP3786392B2|1998-09-09|2006-06-14|本田技研工業株式会社|Electric vehicle charging device|
    US6812851B1|1999-12-15|2004-11-02|Vert, Inc.|Apparatuses for displaying information on vehicles|
    DE10117651A1|2001-04-09|2002-10-10|Daimler Chrysler Ag|Parking/un-parking arrangement for automobiles, has engine controller expansion in form of parking logic that can be remotely controlled by disembarked driver|
    WO2006014884A2|2004-07-26|2006-02-09|General Motors Corporation|Vehicular multifunction control system|
    JP4504940B2|2006-04-14|2010-07-14|日立建機株式会社|Work vehicle status display device|
    JP4697205B2|2007-09-10|2011-06-08|トヨタ自動車株式会社|Charging device and charging method for power storage mechanism|
    JP4341712B2|2007-09-10|2009-10-07|トヨタ自動車株式会社|Charge control device and charge control method for power storage mechanism|
    JP4727636B2|2007-09-13|2011-07-20|トヨタ自動車株式会社|VEHICLE CHARGE CONTROL DEVICE AND VEHICLE|
    JP4379823B2|2007-09-25|2009-12-09|株式会社デンソー|Vehicle charging system|
    GB2455551A|2007-12-13|2009-06-17|Unity Transp Ltd|Docking and recharging an electric vehicle|
    JP4659873B2|2008-11-11|2011-03-30|トヨタ自動車株式会社|VEHICLE, ITS CONTROL METHOD AND DRIVE DEVICE|
    CN101740947B|2008-11-25|2012-08-01|比亚迪股份有限公司|Charging device for electric vehicle|
    JP2010148247A|2008-12-18|2010-07-01|Alpha Corp|Charging system for electric vehicle|
    JP5362366B2|2009-01-08|2013-12-11|株式会社アルファ|Electric vehicle charging device|
    WO2010137144A1|2009-05-28|2010-12-02|トヨタ自動車株式会社|Charging system|
    JP5297967B2|2009-10-05|2013-09-25|トヨタ自動車株式会社|Connector locking mechanism|
    US8025526B1|2010-04-21|2011-09-27|Coulomb Technologies, Inc.|Self powered electric vehicle charging connector locking system|
    JP5486398B2|2010-05-12|2014-05-07|株式会社東海理化電機製作所|Power supply plug lock device|
    US8075329B1|2010-06-08|2011-12-13|Ford Global Technologies, Llc|Method and system for preventing disengagement between an electrical plug and a charge port on an electric vehicle|
    JP5471890B2|2010-06-28|2014-04-16|住友電装株式会社|Charging connector|
    JP5480754B2|2010-08-26|2014-04-23|本田技研工業株式会社|Plug-in electric car|
    JP5835152B2|2011-09-16|2015-12-24|日立金属株式会社|Vehicle charging device|JP5970767B2|2011-09-27|2016-08-17|日産自動車株式会社|Charger|
    JP5648751B2|2011-10-11|2015-01-07|日産自動車株式会社|Charging port lock device|
    WO2013054647A1|2011-10-13|2013-04-18|日産自動車株式会社|Charging port lock device|
    US9197012B2|2011-10-13|2015-11-24|Nissan Motor Co., Ltd.|Vehicle charging port locking device|
    EP2768107A4|2011-10-13|2016-03-30|Nissan Motor|Charging port lock device|
    JP5798935B2|2012-01-17|2015-10-21|矢崎総業株式会社|Electrical connector|
    JP5895618B2|2012-03-09|2016-03-30|日産自動車株式会社|Electric vehicle charging port control device|
    CN104380540A|2012-07-05|2015-02-25|日产自动车株式会社|Charging port device for electric vehicle|
    JP5939927B2|2012-08-06|2016-06-22|矢崎総業株式会社|Charging connector|
    JP2014121110A|2012-12-13|2014-06-30|Tokai Rika Co Ltd|Charging cable lock system|
    EP2980926B1|2013-03-28|2017-11-01|Yazaki Corporation|Charging connector|
    WO2016059897A1|2014-10-17|2016-04-21|シャープ株式会社|Power control device|
    JP6294903B2|2016-03-22|2018-03-14|株式会社Ｓｕｂａｒｕ|vehicle|
    KR101734762B1|2016-04-19|2017-05-11|현대자동차주식회사|Charging system for vehicle and controlling method thereof|
    WO2018021994A1|2016-07-25|2018-02-01|Ford Global Technologies, Llc|Multi-modal transportation system|
    CN107472041A|2016-10-28|2017-12-15|宝沃汽车（中国）有限公司|Charging method, device and the charging pile of vehicle|
    DE102017200596A1|2017-01-16|2018-07-19|Volkswagen Aktiengesellschaft|Method for carrying out a charging process of an electrically driven vehicle and electrically driven vehicle and charging cable for carrying out the method|
    US10249992B2|2017-01-23|2019-04-02|Eaton Intelligent Power Limited|Electric vehicle charging handle, light pipe therefor, and associated light visibility enhancing method|
    JP6541713B2|2017-04-28|2019-07-10|本田技研工業株式会社|Vehicle power supply|
    CN107627809A|2017-07-31|2018-01-26|宝沃汽车（中国）有限公司|Method for heating and controlling, system and the electric automobile of electric automobile|
    DE102017215075A1|2017-08-29|2019-02-28|Audi Ag|Method for operating an electric vehicle and control device for an electric vehicle|
    JP6819515B2|2017-08-29|2021-01-27|トヨタ自動車株式会社|vehicle|
    WO2019073854A1|2017-10-10|2019-04-18|株式会社 村上開明堂|Port-locking actuator device for vehicle inlet|
    WO2019073855A1|2017-10-10|2019-04-18|株式会社 村上開明堂|Port-locking actuator device for vehicle inlet|
    CN108099655A|2017-12-15|2018-06-01|北京长安汽车工程技术研究有限责任公司|A kind of control method and its system of electric car charging gun lock|
    EP3512052B1|2018-01-10|2021-09-08|Audi Ag|Method for automatically unlocking a charging arrangement and motor vehicle|
    DE102018207219A1|2018-01-10|2019-07-11|Audi Ag|Method for automatically unlocking a charging arrangement and motor vehicle|
    DE102018206051B3|2018-04-20|2019-07-11|Audi Ag|Electrically operated vehicle with charging cable|
    JP6787959B2|2018-09-20|2020-11-18|株式会社Ｓｕｂａｒｕ|Power connector disconnection device|
    JP6805214B2|2018-09-21|2020-12-23|株式会社Ｓｕｂａｒｕ|Vehicle charging system|
    法律状态:
    2018-12-04| B06F| Objections, documents and/or translations needed after an examination request according [chapter 6.6 patent gazette]|
    2019-11-19| B06U| Preliminary requirement: requests with searches performed by other patent offices: procedure suspended [chapter 6.21 patent gazette]|
    2021-05-25| B09A| Decision: intention to grant [chapter 9.1 patent gazette]|
    2021-07-06| B16A| Patent or certificate of addition of invention granted [chapter 16.1 patent gazette]|Free format text: PRAZO DE VALIDADE: 20 (VINTE) ANOS CONTADOS A PARTIR DE 20/02/2013, OBSERVADAS AS CONDICOES LEGAIS. |
    优先权:
    申请号 | 申请日 | 专利标题
    JP2012056590A|JP5982897B2|2012-03-14|2012-03-14|Electric vehicle charging port control device|
    JP2012-056590|2012-03-14|
    PCT/JP2013/054137|WO2013136928A1|2012-03-14|2013-02-20|Charging-port control device for electric vehicle|
    [返回顶部]