JP-2026075468-A - Electric vehicles

JP2026075468AJP 2026075468 AJP2026075468 AJP 2026075468AJP-2026075468-A

Abstract

[Problem] When the power consumption of auxiliary equipment cannot be detected accurately, the problem is to more accurately determine abnormalities in external charging equipment or inconsistencies with the charging equipment. [Solution] An electric vehicle that performs external charging, comprising a motor, a drive circuit for driving the motor, a power storage device that supplies power to the drive circuit via a power line, and a charging connector to which power is supplied from an external charging facility, wherein power from the charging facility is supplied to the power storage device via the charging connector and power line to charge the power storage device, and further comprising an auxiliary device attached to the power line on the side of the drive circuit to the charging connector, and a current sensor attached between the charging connector and the auxiliary device. [Selection Diagram] Figure 2

Inventors

上岡清城

Assignees

トヨタ自動車株式会社

Dates

Publication Date: 20260508
Application Date: 20241022

Claims (3)

An electric vehicle comprising a motor, a drive circuit for driving the motor, a power storage device that supplies power to the drive circuit via a power line, and a charging connector to which power is supplied from an external charging facility, wherein external charging is performed to charge the power storage device by supplying power from the charging facility to the power storage device via the charging connector and the power line, Auxiliary equipment attached to the charging connector side of the power line's drive circuit, A current sensor is installed between the charging connector and the auxiliary equipment, An electric vehicle equipped with [a specific feature].
An electric vehicle according to claim 1, An electric vehicle comprising a determination device that transmits a current command to the charging equipment and determines an abnormality in the charging equipment or a mismatch with the charging equipment based on the current detected by the current sensor and the current command.
An electric vehicle according to claim 1 or 2, An electric vehicle comprising a voltage booster connected between the charging connector and the power line from the auxiliary equipment to the charging connector side, which boosts the power supplied to the charging connector and supplies it to the power line.

Description

This disclosure relates to electric vehicles. Conventionally, electric vehicles of this type have been proposed that include a motor, a drive circuit (inverter) that drives the motor, a battery storage device that supplies power to the drive circuit via a power line, and a charging connector (inlet terminal) that receives power from an external charging device (external charger). External charging is performed by supplying power from the charging device to the battery storage device via the charging connector and power line to charge the battery storage device (see, for example, Patent Document 1). In this electric vehicle, if there is a discrepancy between the amount of power requested from the power supply device to the charging device and the amount of power actually supplied to the power supply device, it is determined that there is a malfunction in the charging device. Japanese Patent Publication No. 2024-67878 This is a schematic diagram showing the configuration of an electric vehicle according to an embodiment of the disclosure.This flowchart shows an example of a decision routine executed by the ECU. Embodiments of this disclosure will be described with reference to the drawings. Figure 1 is a schematic diagram showing the configuration of an electric vehicle according to an embodiment of this disclosure. As shown in the figure, the electric vehicle 20 of the embodiment includes a driving motor 22, an inverter (drive circuit) 24, a battery (energy storage device) 30, a system main relay SMR, a charging connector 34, a boost converter 40, a circuit breaker relay 50, a charging relay 51, an auxiliary device 54, and an electronic control unit (control device, hereinafter referred to as "ECU") 60. The motor 22 is configured as a synchronous regenerative motor and comprises a rotor with embedded permanent magnets and a stator around which three-phase coils are wound. The rotor of this motor 22 is connected to a drive shaft 26, which is linked to the drive wheels 28a and 28b via a differential gear 27. The inverter 24 is configured as a well-known inverter circuit having six transistors and six diodes, and is connected to the motor 22 and the power line 32. The inverter 24 is controlled by the ECU 60. The battery 30, for example, has multiple lithium-ion or nickel-metal hydride secondary batteries and is connected to the power line 32. The system main relay (SMR) is mounted on the power line 32 and connects and disconnects the battery 30, inverter 24, auxiliary equipment 54, and disconnection relay 50 to the charging connector 34. The system main relay (SMR) is controlled by the ECU (Electric Control Unit) 60. The charging connector 34 is configured to be connectable to the stand-side connector 92 of the charging station (charging equipment) 90. The charging connector 34 is connected to the charging line 44. When the charging connector 34 and the stand-side connector 92 are connected, power from the external power supply 94 of the charging station 90 can be supplied to the charging line 44. The boost converter 40 is connected between the charging line 44 from the charging connector 34 and the power line 32 from the auxiliary equipment 54 to the charging connector 34. It boosts the power supplied to the charging line 44 and supplies it to the power line 32. The boost converter 40 is controlled by the ECU 60. The tripping relay 50 is installed on the power line 32 on the step-up converter 40 side of the auxiliary equipment 54, and connects and disconnects the step-up converter 40 from the inverter 24, battery 30, and auxiliary equipment 54. A discharge resistor Rd is installed on the power line 32 on the step-up converter 40 side of the tripping relay 50. The tripping relay 50 is controlled by the ECU 60. The charging relay 51 is mounted on the charging line 44 and connects and disconnects the charging connector 34 and the boost converter 40. The charging relay 51 is controlled by the ECU 60. The auxiliary equipment 54 is connected to the power line 32 and is an electrical device that operates in conjunction with the power consumption of the power line 32, such as an air conditioning system. The auxiliary equipment 54 is controlled by the ECU 60. The ECU 60 is equipped with a microcontroller that includes a CPU. Signals from various sensors are input to the ECU 60 via input ports. Examples of signals input to the ECU 60 include: voltage V1 from a voltage sensor 44v that detects the voltage on the boost converter 40 side from the charging relay 51 of the charging line 44; charging current Ic from a current sensor 44i that is attached to the boost converter 40 side from the charging relay 51 of the charging line 44 (attached between the charging connector 34 and the auxiliary equipment 54) and detects the current supplied to the charging line 44; voltage V2 from a voltage sensor 46v that detects the voltage on the boost converter 40 side from the cutoff relay 50 of the power line 32; a connection signal from