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JP6135010B2 - Connector for electrical connection - Google Patents

Connector for electrical connection Download PDF

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Publication number
JP6135010B2
JP6135010B2 JP2013071404A JP2013071404A JP6135010B2 JP 6135010 B2 JP6135010 B2 JP 6135010B2 JP 2013071404 A JP2013071404 A JP 2013071404A JP 2013071404 A JP2013071404 A JP 2013071404A JP 6135010 B2 JP6135010 B2 JP 6135010B2
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JP
Japan
Prior art keywords
unit
abnormality
signal
connector
abnormality detection
Prior art date
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Active
Application number
JP2013071404A
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Japanese (ja)
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JP2014194909A (en
Inventor
卓也 香川
卓也 香川
田村　秀樹
秀樹 田村
和憲 木寺
和憲 木寺
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Panasonic Intellectual Property Management Co Ltd
Original Assignee
Panasonic Intellectual Property Management Co Ltd
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Priority to JP2013071404A priority Critical patent/JP6135010B2/en
Priority to PCT/JP2014/000852 priority patent/WO2014155947A1/en
Publication of JP2014194909A publication Critical patent/JP2014194909A/en
Application granted granted Critical
Publication of JP6135010B2 publication Critical patent/JP6135010B2/en
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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
    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/52—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells characterised by DC-motors
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    • 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
    • B60L53/11—DC charging controlled by the charging station, e.g. mode 4
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/10—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles characterised by the energy transfer between the charging station and the vehicle
    • B60L53/14—Conductive energy transfer
    • B60L53/16—Connectors, e.g. plugs or sockets, specially adapted for charging electric vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • 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
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    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • 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
    • B60L55/00—Arrangements for supplying energy stored within a vehicle to a power network, i.e. vehicle-to-grid [V2G] arrangements
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/12—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to state of charge [SoC]
    • B60L58/14—Preventing excessive discharging
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/18—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries of two or more battery modules
    • B60L58/20—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries of two or more battery modules having different nominal voltages
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/24—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
    • H02J7/0029—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries with safety or protection devices or circuits
    • H02J7/0036—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries with safety or protection devices or circuits using connection detecting circuits
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • 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
    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/10—Vehicle control parameters
    • B60L2240/36—Temperature of vehicle components or parts
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    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/52—Drive Train control parameters related to converters
    • B60L2240/527—Voltage
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • Y02T90/12—Electric charging stations
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/14—Plug-in electric vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/16—Information or communication technologies improving the operation of electric vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/16—Information or communication technologies improving the operation of electric vehicles
    • Y02T90/167—Systems integrating technologies related to power network operation and communication or information technologies for supporting the interoperability of electric or hybrid vehicles, i.e. smartgrids as interface for battery charging of electric vehicles [EV] or hybrid vehicles [HEV]
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • 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
    • Y04S10/00—Systems supporting electrical power generation, transmission or distribution
    • Y04S10/12—Monitoring or controlling equipment for energy generation units, e.g. distributed energy generation [DER] or load-side generation
    • Y04S10/126—Monitoring or controlling equipment for energy generation units, e.g. distributed energy generation [DER] or load-side generation the energy generation units being or involving electric vehicles [EV] or hybrid vehicles [HEV], i.e. power aggregation of EV or HEV, vehicle to grid arrangements [V2G]
    • 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
    • Y04S30/10—Systems supporting the interoperability of electric or hybrid vehicles
    • Y04S30/14—Details associated with the interoperability, e.g. vehicle recognition, authentication, identification or billing

Landscapes

  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Details Of Connecting Devices For Male And Female Coupling (AREA)
  • Arrangement Or Mounting Of Propulsion Units For Vehicles (AREA)
  • Charge And Discharge Circuits For Batteries Or The Like (AREA)
  • Secondary Cells (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Description

本発明は、電気接続用コネクタに関する。   The present invention relates to a connector for electrical connection.

従来、蓄電池を有する機器と、当該機器に充電用の電力を供給する装置(充電器)とを電気的に接続するために電気接続用コネクタが利用されている。このような電気接続用コネクタの従来例として、電気自動車の充電インレットに接続される充電コネクタを例示する(例えば、特許文献１，２参照)。   Conventionally, an electrical connection connector has been used to electrically connect a device having a storage battery and a device (charger) that supplies charging power to the device. As a conventional example of such a connector for electrical connection, a charging connector connected to a charging inlet of an electric vehicle is illustrated (for example, see Patent Documents 1 and 2).

従来の充電コネクタは、充電インレットとの接続状態をロックするための機構を備えている。このロック機構は、充電器(装置)から制御されるソレノイドを利用するものであって、充電器からの遠隔操作でロック状態と非ロック状態に切り替えられる。   The conventional charging connector includes a mechanism for locking the connection state with the charging inlet. This locking mechanism uses a solenoid controlled from a charger (device), and can be switched between a locked state and an unlocked state by remote operation from the charger.

また、充電器は、ロック機構に何らかの異常、例えば、ソレノイドを駆動する駆動回路の故障などを検出し、異常検出時に充電電流の供給を停止する機能を有している。   Further, the charger has a function of detecting any abnormality in the lock mechanism, for example, a failure of a drive circuit that drives the solenoid, and stopping the supply of the charging current when the abnormality is detected.

特開２０１１−２３４４４４号公報JP 2011-234444 A 特開２０１３−２０７３２号公報JP 2013-20732 A

ところで、ロック機構の異常を検出する検出回路を充電コネクタに設ける場合、検出回路の検出結果を充電器に伝達する回路(伝達回路)が必要になる。ここで、伝達回路が検出結果を電流信号で伝達する場合、充電ケーブルのケーブル長が長くなるにつれて信号の減衰量が増大してしまう。その結果、充電器が受け取る電流信号の信号レベルが低下し、ノイズの影響を受け易くなるという問題がある。   By the way, when a detection circuit for detecting abnormality of the lock mechanism is provided in the charging connector, a circuit (transmission circuit) for transmitting the detection result of the detection circuit to the charger is required. Here, when the transmission circuit transmits the detection result as a current signal, the attenuation amount of the signal increases as the cable length of the charging cable increases. As a result, there is a problem in that the signal level of the current signal received by the charger is lowered and is easily affected by noise.

本発明は、上記課題に鑑みて為されたものであり、異常の発生を伝達するための信号がノイズの影響を受け難くすることを目的とする。   The present invention has been made in view of the above problems, and an object of the present invention is to make it difficult for a signal for transmitting the occurrence of abnormality to be affected by noise.

本発明の電気接続用コネクタは、蓄電池を搭載した機器の受け側コネクタと挿抜自在に接続される接続部と、前記接続部と前記受け側コネクタをロックするロック機構部と、前記接続部を介して前記受け側コネクタに電気的に接続される電源線を含む複数の電線からなり、前記機器への給電又は前記機器からの受電の少なくとも何れか一方を行う装置に接続されるケーブルと、前記電線を介して前記装置に情報を伝達する伝達部と、第２異常検出部と、前記ケーブルの先端に設けられて前記接続部、前記ロック機構部、前記伝達部、前記第２異常検出部を収納する筐体とを備え、前記ロック機構部は、ソレノイドと、前記電線を介して前記装置から供給される電力で前記ソレノイドを駆動する駆動回路と、前記駆動回路の異常を検出する異常検出部とを備え、前記伝達部は、前記異常検出部の検出結果を電圧信号で伝達するように構成され、第２異常検出部は、前記ロック機構部の異常を除く他の異常を検出するように構成され、前記伝達部は、前記第２異常検出部の検出結果を前記異常検出部の検出結果を伝達するための前記電圧信号に重畳して伝達するように構成されることを特徴とする。 The electrical connection connector of the present invention includes a connection part that is detachably connected to a receiving connector of a device equipped with a storage battery, a lock mechanism part that locks the connecting part and the receiving connector, and the connection part. A plurality of electric wires including a power line electrically connected to the receiving connector, and a cable connected to a device that performs at least one of power feeding to the device or power receiving from the device, and the electric wire A transmission unit for transmitting information to the device via the first, a second abnormality detection unit, and a connection unit, the lock mechanism unit, the transmission unit , and the second abnormality detection unit provided at the tip of the cable. The lock mechanism section includes a solenoid, a drive circuit that drives the solenoid with electric power supplied from the device via the electric wire, and an abnormality that detects an abnormality in the drive circuit And a detecting section, the transmission unit, the constructed detection results of the abnormality detecting unit to transmit voltage signals, the second abnormality detection section detects the other abnormalities except the abnormality of the locking mechanism is configured, the transmission unit is configured to detect the result of the second abnormality detecting unit to transfer is superimposed on the voltage signal for transmitting a detection result of the abnormality detecting unit and wherein Rukoto To do.

この電気接続用コネクタにおいて、前記伝達部は、複数の前記電線のうち、前記ロック機構部の前記駆動回路に給電するための電線の少なくとも１本を、前記電圧信号を伝達するための信号線に用いることが好ましい。   In the electrical connection connector, the transmission unit may use at least one of the plurality of electric wires for supplying power to the drive circuit of the lock mechanism unit as a signal line for transmitting the voltage signal. It is preferable to use it.

この電気接続用コネクタにおいて、前記伝達部は、前記異常検出部の検出結果に対応した信号電圧レベルと、前記第２異常検出部の検出結果に対応した信号電圧レベルとの対応関係を示したデータテーブルを記憶しており、前記異常検出部及び前記第２異常検出部の検出結果に対応した前記信号電圧レベルを前記データテーブルから読み取って前記電圧信号を生成することが好ましい。   In this electrical connection connector, the transmission unit is data indicating a correspondence relationship between a signal voltage level corresponding to the detection result of the abnormality detection unit and a signal voltage level corresponding to the detection result of the second abnormality detection unit. Preferably, a table is stored, and the voltage signal is generated by reading the signal voltage level corresponding to the detection results of the abnormality detection unit and the second abnormality detection unit from the data table.

この電気接続用コネクタにおいて、前記伝達部は、複数の前記電線のうち、前記機器への給電又は前記機器からの受電の少なくとも何れか一方を行う前記装置から信号が伝達される電線を、前記電圧信号を伝達するための信号線に用いるように構成されることが好ましい。   In the electrical connection connector, the transmission unit is configured to connect the voltage to which the signal is transmitted from the device that performs at least one of power supply to the device or power reception from the device among the plurality of wires. It is preferably configured to be used for a signal line for transmitting a signal.

本発明の電気接続用コネクタは、異常検出部がロック機構部の異常を検出した場合、異常の発生を伝達するための信号が伝達部から電圧信号として伝達されるので、電流信号として伝達される場合に比較して、異常の発生を伝達するための信号がノイズの影響を受け難くすることができるという効果がある。   In the electrical connection connector according to the present invention, when the abnormality detection unit detects an abnormality in the lock mechanism unit, a signal for transmitting the occurrence of the abnormality is transmitted as a voltage signal from the transmission unit, so that it is transmitted as a current signal. As compared with the case, there is an effect that the signal for transmitting the occurrence of the abnormality can be made less susceptible to noise.

本発明に係る電気接続用コネクタの実施形態を含む充放電システムのシステム構成図である。1 is a system configuration diagram of a charge / discharge system including an embodiment of an electrical connection connector according to the present invention. 同上の外観斜視図である。It is an external appearance perspective view same as the above. 同上におけるロック機構部及びコネクタロック検出部のブロック図である。It is a block diagram of the lock mechanism part and connector lock detection part in the same as the above.

以下、蓄電池(車載電池)を搭載した電気自動車のインレット(受け側コネクタ)と挿抜自在に接続され、車載電池の充電並びに車載電池から車両外の負荷への給電を行うためのコネクタに本発明の技術思想を適用した実施形態について説明する。ただし、蓄電池を搭載した機器は電気自動車に限定されるものではなく、例えば、太陽電池や燃料電池で生成される電力を蓄電する据え置き型の蓄電装置などであっても構わない。   Hereinafter, the connector of the present invention is connected to an inlet (receiving connector) of an electric vehicle equipped with a storage battery (vehicle battery) so as to be freely inserted and removed, and to charge the vehicle battery and supply power from the vehicle battery to a load outside the vehicle. An embodiment to which the technical idea is applied will be described. However, a device equipped with a storage battery is not limited to an electric vehicle, and may be a stationary power storage device that stores power generated by a solar cell or a fuel cell, for example.

図１は、本実施形態の電気接続用コネクタ(以下、コネクタと略す。)１を含む充放電システムのシステム構成図である。この充放電システムは、電気自動車100と、充放電制御装置200と、コネクタ１とで構成される。   FIG. 1 is a system configuration diagram of a charge / discharge system including an electrical connection connector (hereinafter abbreviated as a connector) 1 of the present embodiment. The charging / discharging system includes an electric vehicle 100, a charging / discharging control device 200, and a connector 1.

充放電制御装置200は、商用の電力系統から供給される交流電圧・電流を直流電圧・電流に変換するコンバータ(図示せず)、車載電池(図示せず)から供給される直流電圧・電流を交流電圧・電流に変換するインバータ(図示せず)などを備える。また充放電制御装置200は、電気自動車100からの指示に基づいてコンバータやインバータの出力を調整する機能や、地絡や漏電などの異常を検出してコンバータ及びインバータを停止させる機能などを有している。   The charge / discharge control device 200 converts a DC voltage / current supplied from a commercial power system into a DC voltage / current, a DC voltage / current supplied from an in-vehicle battery (not shown). An inverter (not shown) for converting to AC voltage / current is provided. The charge / discharge control device 200 has a function of adjusting the output of the converter or inverter based on an instruction from the electric vehicle 100, a function of detecting an abnormality such as a ground fault or electric leakage, and a function of stopping the converter and the inverter. ing.

電気自動車100は、推進動力用の車載電池の他に、充放電制御装置200と通信する電子制御ユニット(Electronic Control Unit、図示せず)などのための補助電池(図示せず)を搭載している。ここで、電気自動車100に設けられたインレット(図示せず)は、日本規格協会から発行されている標準仕様書(TS D 0007：電気自動車用急速充電の基本機能)に規定されたインタフェースを有している。すなわち、このインレットは、車載電池の陽極及び陰極と接続される一対の電源用電極と、CAN(Controller area network)通信用の一対の通信用電極と、アナログ信号伝送用の４つの信号用電極と、接地用の接地電極とを有している。なお、一対の電源用電極と車載電池の陽極及び陰極との間に、それぞれ車両コンタクタ101が挿入されている。これらの車両コンタクタ101は、電気自動車100の電子制御ユニットによって開閉制御される。   The electric vehicle 100 is equipped with an auxiliary battery (not shown) for an electronic control unit (not shown) that communicates with the charge / discharge control device 200 in addition to the on-board battery for propulsion power. Yes. Here, an inlet (not shown) provided in the electric vehicle 100 has an interface defined in a standard specification (TS D 0007: basic function of rapid charging for electric vehicles) issued by the Japanese Standards Association. doing. That is, this inlet includes a pair of power electrodes connected to the anode and cathode of the in-vehicle battery, a pair of communication electrodes for CAN (Controller area network) communication, and four signal electrodes for analog signal transmission. And a ground electrode for grounding. Note that a vehicle contactor 101 is inserted between the pair of power supply electrodes and the anode and cathode of the in-vehicle battery. These vehicle contactors 101 are controlled to be opened and closed by an electronic control unit of the electric vehicle 100.

コネクタ１は、図２に示すようにコネクタ本体２とケーブル９とで構成される。ケーブル９は、一対の電源線90，91と、一対のCAN通信線(図示せず)と、合計６本の伝送線92，93，94(一部省略)と、接地線95とを有する11心の電気ケーブルからなる(図１参照)。ケーブル９は、一端側にコネクタ本体２が設けられ、他端側が充放電制御装置200に接続されている。   The connector 1 includes a connector body 2 and a cable 9 as shown in FIG. The cable 9 includes a pair of power supply lines 90 and 91, a pair of CAN communication lines (not shown), a total of six transmission lines 92, 93 and 94 (partially omitted), and a ground line 95 11. It consists of a core electrical cable (see Figure 1). The cable 9 is provided with the connector main body 2 at one end side and is connected to the charge / discharge control device 200 at the other end side.

コネクタ本体２は、全体として円筒形に形成され、前端に接続部20が設けられ、後端にハンドル42が設けられている。接続部20は、前面に４つの丸孔200，201が開口しており、大径の丸孔200には主回路に接続された電源用コンタクト(図示せず)が収納されている。一方、小径の２つの丸孔201は、内部が４つの区画に分けられており、各区画に伝送用及び接地用のコンタクト(図示せず)がそれぞれ収納されている。   The connector main body 2 is formed in a cylindrical shape as a whole, a connecting portion 20 is provided at the front end, and a handle 42 is provided at the rear end. The connection portion 20 has four round holes 200 and 201 opened on the front surface, and the large-diameter round hole 200 accommodates a power contact (not shown) connected to the main circuit. On the other hand, the two small-diameter round holes 201 are divided into four compartments, and transmission and ground contacts (not shown) are accommodated in each compartment.

接続部20の後端側には、接続部20に外挿された円筒形の筒体41が前後方向に移動自在に設けられている。筒体41は、前端に外鍔411が設けられ、コネクタ本体２内に収納されているばね(図示せず)によって前方に弾性付勢されている。そして、接続部20をインレットに挿入すると、インレットの前面に外鍔411が押されて筒体41が後方に移動し、筒体41に押されてコネクタ本体２内に退避していた係合爪がコネクタ本体２外に進出してインレットの係合溝(図示せず)に係合する。ただし、筐体41の形状及び構造は本実施形態に限定されるものではない。係合爪は、コネクタ本体２に設けられた解除釦43が押操作されると、コネクタ本体２内に退避して係合溝との係合が解除される。また、コネクタ本体２内には、係合爪がコネクタ本体２内に退避しているときにオフとなり、係合爪がコネクタ本体２外に進出しているときにオンとなるスイッチ(検出スイッチ)24が収納されている。   On the rear end side of the connecting portion 20, a cylindrical tubular body 41 that is extrapolated to the connecting portion 20 is provided so as to be movable in the front-rear direction. The cylinder 41 is provided with an outer collar 411 at the front end, and is elastically biased forward by a spring (not shown) housed in the connector main body 2. When the connecting portion 20 is inserted into the inlet, the outer casing 411 is pushed to the front surface of the inlet, the cylinder 41 moves backward, and the engaging claws that are pushed by the cylinder 41 and retracted into the connector main body 2. Advances outside the connector body 2 and engages with an engagement groove (not shown) of the inlet. However, the shape and structure of the housing 41 are not limited to this embodiment. When the release button 43 provided on the connector body 2 is pressed, the engagement claw is retracted into the connector body 2 and the engagement with the engagement groove is released. Further, a switch (detection switch) that is turned off when the engaging claw is retracted into the connector main body 2 and turned on when the engaging claw is advanced out of the connector main body 2 in the connector main body 2. 24 is stored.

ここで、充電中に解除釦43が押操作されて係合爪と係合溝の係合が解除されることを防止するため、係合爪がコネクタ本体２内に退避しないようにロックするロック機構部23がコネクタ本体２内に設けられている。ロック機構部23はソレノイド230を有している。また、接続部20がインレットに正常に挿入されたときに検出スイッチ24がオンする。ソレノイド230は、検出スイッチ24がオン且つ充放電前の診断で充放電可のときに充放電制御装置200から伝送線94と接地線95を介して供給される駆動電流でプランジャを駆動し、プランジャによって係合爪の動きを規制する(図１及び図３参照)。つまり、ロック機構部23がロック状態のときは係合爪と係合溝の係合を人為的に解除することができず、ロック機構部23が非ロック状態のときに解除釦43の押操作で係合爪と係合溝の係合を人為的に解除することができる。 Here, in order to prevent the engagement claw and the engagement groove from being disengaged by pressing the release button 43 during charging, the lock that locks the engagement claw so that it does not retract into the connector body 2. A mechanism portion 23 is provided in the connector main body 2. The lock mechanism unit 23 has a solenoid 230. Further, the detection switch 24 is turned on when the connecting portion 20 is normally inserted into the inlet. The solenoid 230 drives the plunger with a drive current supplied from the charge / discharge control device 200 via the transmission line 94 and the ground line 95 when the detection switch 24 is on and charge / discharge is possible in the diagnosis before charge / discharge. The movement of the engaging claw is regulated by (see FIGS. 1 and 3). That is, when the lock mechanism portion 23 is in the locked state, the engagement between the engagement claw and the engagement groove cannot be artificially released, and when the lock mechanism portion 23 is in the unlocked state, the release button 43 is pressed. Thus, the engagement between the engagement claw and the engagement groove can be artificially released.

また、コネクタ本体２内には、主接点21、補助接点22、過電流引き外し装置25、短絡引き外し装置26、異常時引き外し装置29、温度検出素子30、接点状態検出部31、駆動装置32、電圧信号送受信部33、電源フィルタ34などが収納されている。   Further, in the connector body 2, there are a main contact 21, an auxiliary contact 22, an overcurrent trip device 25, a short trip device 26, a trip device 29 at the time of abnormality, a temperature detection element 30, a contact state detection unit 31, and a drive device. 32, a voltage signal transmission / reception unit 33, a power supply filter 34, and the like are accommodated.

主接点21は、車載電池の充電電流や放電電流が流れる主回路に設けられている。なお、コネクタ本体２内には、接続部20がインレットに接続されているときに主接点21を閉極し、接続部20がインレットに接続されていないときに主接点21を開極する機械式開閉機構(図示せず)が設けられている。ただし、このような機械式開閉機構は、回路遮断器などの技術分野では周知であるから、詳細な構成の図示並びに説明は省略する。   The main contact 21 is provided in the main circuit through which the charging current and discharging current of the in-vehicle battery flow. In the connector body 2, the mechanical contact 21 closes the main contact 21 when the connecting portion 20 is connected to the inlet, and opens the main contact 21 when the connecting portion 20 is not connected to the inlet. An opening / closing mechanism (not shown) is provided. However, such a mechanical opening / closing mechanism is well known in the technical field of circuit breakers and the like, and detailed illustration and description thereof will be omitted.

補助接点22は、主接点21に連動して共通接点222を切替接点220，221に択一的に切り替える。接点状態検出部31は補助接点22の切替状態に基づいて主接点21の状態(開状態と閉状態)を検出し、その検出結果を電圧信号送受信部33に出力する。   The auxiliary contact 22 selectively switches the common contact 222 to the switching contacts 220 and 221 in conjunction with the main contact 21. The contact state detection unit 31 detects the state (open state and closed state) of the main contact 21 based on the switching state of the auxiliary contact 22, and outputs the detection result to the voltage signal transmission / reception unit 33.

過電流引き外し装置25は、所定の過負荷電流が所定時間以上継続して主回路に流れたときに機械式開閉機構により主接点21を引き外す(開極する)ように構成される。また、短絡引き外し装置26は、主回路に短絡電流が流れたときに機械式開閉機構により主接点21を引き外すように構成される。さらに、異常時引き外し装置27は、駆動装置32に駆動されたときに機械式開閉機構により主接点21を引き外すように構成される。ただし、過電流引き外し装置25、短絡引き外し装置26、異常時引き外し装置27、駆動装置32は何れも回路遮断器などの技術分野で従来周知の技術を用いて実現可能であるから、詳細な構成についての図示並びに説明を省略する。   The overcurrent trip device 25 is configured to trip (open) the main contact 21 by a mechanical switching mechanism when a predetermined overload current continues to flow through the main circuit for a predetermined time or longer. The short-circuit trip device 26 is configured to trip the main contact 21 by a mechanical switching mechanism when a short-circuit current flows in the main circuit. Further, the abnormal trip device 27 is configured to trip the main contact 21 by a mechanical switching mechanism when driven by the drive device 32. However, the overcurrent trip device 25, the short trip trip device 26, the trip device 27 at the time of abnormality, and the drive device 32 can all be realized by using a conventionally known technique in the technical field such as a circuit breaker. The illustration and description of the various configurations are omitted.

コネクタロック検出部28は、例えば、図３に示すようにロック機構部23のソレノイド230に流れる電流(駆動電流)の大きさをコンパレータ280で基準電流(ツェナーダイオード281のツェナー電流)の大きさと比較する。ロック機構部23が非ロック状態のとき、または断線等の異常が生じて駆動電流が流れていない状態(ロック異常状態)のとき、コンパレータ280の出力がハイレベルとなる。一方、ロック機構部23がロック状態及び正常状態のときは、コンパレータ280の出力がローレベルとなる。なお、コネクタロック検出部28の検出結果(コンパレータ280の出力)は電圧信号送受信部33に出力される。 For example, the connector lock detection unit 28 compares the magnitude of the current (drive current) flowing through the solenoid 230 of the lock mechanism unit 23 with the magnitude of the reference current (the zener current of the zener diode 281) by the comparator 280 as shown in FIG. To do. When the lock mechanism unit 23 is in an unlocked state, or when an abnormality such as a disconnection occurs and a drive current does not flow (lock abnormality state), the output of the comparator 280 becomes a high level. On the other hand, when the lock mechanism unit 23 is in the locked state and the normal state, the output of the comparator 280 is at a low level. The detection result of the connector lock detection unit 28 (output of the comparator 280) is output to the voltage signal transmission / reception unit 33.

異常温度検出部29は、接続部20の近傍に設けられる温度検出素子(サーミスタなど)30で接続部20の温度を検出し、検出温度が所定の上限値を超えたら、異常温度検出結果を電圧信号送受信部33に出力する。   The abnormal temperature detection unit 29 detects the temperature of the connection part 20 with a temperature detection element (such as a thermistor) 30 provided in the vicinity of the connection part 20, and if the detected temperature exceeds a predetermined upper limit value, the abnormal temperature detection result is converted into a voltage. The signal is sent to the signal transmitter / receiver 33.

電圧信号送受信部33は、伝送線93と接地線95の線間電圧を調整することにより、コネクタロック検出部28、異常温度検出部29、接点状態検出部31の各検出結果を充放電制御装置200へ伝送する。すなわち、本実施形態では電圧信号送受信部33が伝達部に相当する。また、電圧信号送受信部33は、充放電制御装置200から電圧信号として伝送される制御信号を受信し、当該制御信号に基づいて駆動装置32を制御し、異常時引き外し装置27を駆動させて主接点21を引き外す(開極する)。   The voltage signal transmission / reception unit 33 adjusts the line voltage between the transmission line 93 and the ground line 95 to thereby detect the detection results of the connector lock detection unit 28, the abnormal temperature detection unit 29, and the contact state detection unit 31. Transmit to 200. That is, in this embodiment, the voltage signal transmission / reception unit 33 corresponds to a transmission unit. Further, the voltage signal transmission / reception unit 33 receives a control signal transmitted as a voltage signal from the charge / discharge control device 200, controls the drive device 32 based on the control signal, and drives the trip device 27 at the time of abnormality. The main contact 21 is pulled off (opened).

電源フィルタ34は、伝送線92を介して充放電制御装置200から供給される電圧(例えば、12ボルトの直流電圧)からノイズ成分をフィルタリングし、各検出部28，29，31や駆動装置32、電圧信号送受信部33に供給している。ただし、電源フィルタ34は必須では無く、省略されても良い。   The power supply filter 34 filters a noise component from a voltage (for example, a DC voltage of 12 volts) supplied from the charge / discharge control device 200 via the transmission line 92, and each of the detection units 28, 29, 31 and the drive device 32, The voltage signal transmitting / receiving unit 33 is supplied. However, the power supply filter 34 is not essential and may be omitted.

次に、充放電システムの充電動作について説明する。   Next, the charging operation of the charge / discharge system will be described.

コネクタ１がインレットに接続された後、充放電制御装置200に対して充電開始操作が行われると充電フローが始まる。充放電制御装置200は、伝送線92と接地線95の間に規定電圧(12Ｖの直流電圧。以下、同じ。)を印加してコネクタ１並びに電気自動車100に給電する。電気自動車100の電子制御ユニットは、前記規定電圧が印加されることで充電フローの開始を認識し、車載電池の最大電圧や電池容量などのパラメータをCAN通信によって充放電制御装置200へ伝送する。   After the connector 1 is connected to the inlet, a charging flow starts when a charging start operation is performed on the charging / discharging control device 200. The charging / discharging control device 200 supplies power to the connector 1 and the electric vehicle 100 by applying a specified voltage (12 V DC voltage; the same applies hereinafter) between the transmission line 92 and the ground line 95. The electronic control unit of the electric vehicle 100 recognizes the start of the charging flow when the specified voltage is applied, and transmits parameters such as the maximum voltage of the on-vehicle battery and the battery capacity to the charge / discharge control device 200 by CAN communication.

充放電制御装置200は、前記パラメータを受け取ると、自身が充電可能な電気自動車であることを確認した後、自身の最大出力電圧、最大出力電流などの情報をCAN通信で電気自動車100の電子制御ユニットに伝送する。   Upon receiving the parameters, the charge / discharge control device 200 confirms that the electric vehicle is a chargeable electric vehicle, and then electronically controls the electric vehicle 100 by CAN communication using information such as its maximum output voltage and maximum output current. Transmit to the unit.

電気自動車100の電子制御ユニットは、受け取った前記情報から自身との適合性を確認し、適合性に問題が無ければ、充電開始を許可する信号を伝送線を介して充放電制御装置200へ伝送する。   The electronic control unit of the electric vehicle 100 confirms the compatibility with itself from the received information, and if there is no problem with the compatibility, transmits a signal permitting the start of charging to the charge / discharge control device 200 via the transmission line. To do.

充放電制御装置200は、前記許可信号を受け取ると、伝送線94と接地線95の間に規定電圧を印加することでコネクタ１のロック機構部23に駆動電流を流してロック状態とした後、充電準備が整ったことを伝送線を介して電気自動車100の電子制御ユニットに通知する。 Upon receiving the permission signal, the charge / discharge control device 200 applies a specified voltage between the transmission line 94 and the ground line 95 to cause a drive current to flow through the lock mechanism unit 23 of the connector 1 and to set the lock state. The electronic control unit of the electric vehicle 100 is notified via the transmission line that charging preparation is complete.

電気自動車100の電子制御ユニットは、充放電制御装置200から前記通知を受け取ると、車両コンタクタ101を閉極する。そして、充放電制御装置200が車載電池の充電を開始する。また、車載電池の容量が規定値に到達したら、電気自動車100の電子制御ユニットは、CAN通信によって充電停止要求を送信する。   When receiving the notification from the charge / discharge control device 200, the electronic control unit of the electric vehicle 100 closes the vehicle contactor 101. Then, the charge / discharge control device 200 starts charging the in-vehicle battery. When the capacity of the in-vehicle battery reaches the specified value, the electronic control unit of the electric vehicle 100 transmits a charge stop request by CAN communication.

充放電制御装置200は、充電停止要求を受け取ると電流出力を停止する。電気自動車100の電子制御ユニットは、主回路の電流が所定値以下まで低下したことを確認した後、車両コンタクタ101を開極し、伝送線を介して充電の終了を充放電制御装置200に通知する。   The charge / discharge control device 200 stops the current output when receiving the charge stop request. The electronic control unit of the electric vehicle 100 confirms that the current of the main circuit has dropped below a predetermined value, and then opens the vehicle contactor 101 and notifies the charge / discharge control device 200 of the end of charging via the transmission line. To do.

充放電制御装置200は、充電終了の通知を受け取ると伝送線92と接地線95の間の規定電圧の印加を停止する。さらに、充放電制御装置200は、伝送線94と接地線95の間の規定電圧の印加を停止してロック機構部23を非ロック状態とし、充電フローを終了する。 When the charging / discharging control device 200 receives the notification of the end of charging, the charging / discharging control device 200 stops applying the specified voltage between the transmission line 92 and the ground line 95. Furthermore, the charging / discharging control device 200 stops applying the specified voltage between the transmission line 94 and the ground line 95 to place the lock mechanism unit 23 in an unlocked state, and ends the charging flow.

次に、充放電システムの放電動作について説明する。   Next, the discharge operation of the charge / discharge system will be described.

コネクタ１がインレットに接続された後、充放電制御装置200に対して放電開始操作が行われると放電フローが始まる。充放電制御装置200は、伝送線92と接地線95の間に規定電圧を印加してコネクタ１並びに電気自動車100に給電し、さらに、CAN通信によって放電フローの開始要求を伝送する。電気自動車100の電子制御ユニットは、放電フローの開始要求を受け取ると車載電池の最大電圧や電池容量などのパラメータをCAN通信によって充放電制御装置200へ伝送する。   After the connector 1 is connected to the inlet, the discharge flow starts when a discharge start operation is performed on the charge / discharge control apparatus 200. The charge / discharge control device 200 applies a specified voltage between the transmission line 92 and the ground line 95 to supply power to the connector 1 and the electric vehicle 100, and further transmits a discharge flow start request by CAN communication. When receiving the discharge flow start request, the electronic control unit of the electric vehicle 100 transmits parameters such as the maximum voltage of the on-vehicle battery and the battery capacity to the charge / discharge control device 200 by CAN communication.

充放電制御装置200は、前記パラメータを受け取ると伝送線94と接地線95の間に規定電圧を印加することでコネクタ１のロック機構部23に駆動電流を流してロック状態とした後、放電準備が整ったことを伝送線を介して電気自動車100の電子制御ユニットに通知する。 When the charge / discharge control device 200 receives the parameters, it applies a specified voltage between the transmission line 94 and the ground line 95 to cause the drive current to flow through the lock mechanism portion 23 of the connector 1 to be in a locked state, and then prepares for discharge. Is notified to the electronic control unit of the electric vehicle 100 via the transmission line.

電気自動車100の電子制御ユニットは、充放電制御装置200から前記通知を受け取ると、車両コンタクタ101を閉極して車載電池の放電を開始する。なお、車載電池の容量が所定の下限値に到達したら、電気自動車100の電子制御ユニットは、CAN通信によって放電停止要求を送信する。   When receiving the notification from the charge / discharge control device 200, the electronic control unit of the electric vehicle 100 closes the vehicle contactor 101 and starts discharging the vehicle-mounted battery. When the capacity of the in-vehicle battery reaches a predetermined lower limit value, the electronic control unit of the electric vehicle 100 transmits a discharge stop request by CAN communication.

充放電制御装置200は、放電停止要求を受け取るとインバータを停止して負荷への給電を止める。電気自動車100の電子制御ユニットは、主回路の電流が所定値以下まで低下したことを確認した後、車両コンタクタ101を開極し、伝送線を介して放電の終了を充放電制御装置200に通知する。充放電制御装置200は、放電終了の通知を受け取ると伝送線92と接地線95の間の規定電圧の印加を停止する。さらに、充放電制御装置200は、伝送線94と接地線95の間の規定電圧の印加を停止してロック機構部23を非ロック状態とし、放電フローを終了する。 When the charge / discharge control device 200 receives the discharge stop request, the charge / discharge control device 200 stops the inverter and stops power supply to the load. The electronic control unit of the electric vehicle 100 confirms that the current of the main circuit has dropped to a predetermined value or less, then opens the vehicle contactor 101 and notifies the charge / discharge control device 200 of the end of the discharge via the transmission line. To do. When the charge / discharge control device 200 receives a notification of the end of discharge, the charge / discharge control device 200 stops applying the specified voltage between the transmission line 92 and the ground line 95. Furthermore, the charge / discharge control apparatus 200 stops applying the specified voltage between the transmission line 94 and the ground line 95 to place the lock mechanism unit 23 in an unlocked state, and ends the discharge flow.

ここで、上述した充電フロー又は放電フローにおいて、充放電制御装置200が伝送線94と接地線95の間に規定電圧を印加しているときに、コネクタロック検出部28がロック機構部23の異常(非ロック状態)を検出したとする。電圧信号送受信部33は、異常を検出したコネクタロック検出部28の出力がハイレベルになると、ロック機構部23の異常を知らせる異常通知信号を充放電制御装置200へ伝送する。この異常通知信号は、電圧信号送受信部33が伝送線93と接地線95の間の線間電圧(信号電圧レベル)を所定値に調整することで電圧信号として伝送される。 Here, in the above-described charging flow or discharging flow, when the charging / discharging control device 200 is applying a specified voltage between the transmission line 94 and the grounding line 95, the connector lock detection unit 28 detects that the lock mechanism unit 23 is abnormal. (Unlocked state) is detected. When the output of the connector lock detection unit 28 that has detected an abnormality becomes high level, the voltage signal transmission / reception unit 33 transmits an abnormality notification signal notifying the abnormality of the lock mechanism unit 23 to the charge / discharge control device 200. This abnormality notification signal is transmitted as a voltage signal by the voltage signal transmitting / receiving unit 33 adjusting the line voltage (signal voltage level) between the transmission line 93 and the ground line 95 to a predetermined value.

上述のように本実施形態のコネクタ１は、コネクタロック検出部28の検出結果(異常通知信号)を電圧信号送受信部33から電圧信号で伝送するので、電流信号で伝送する場合と比べて異常通知信号がノイズの影響を受け難くすることができる。   As described above, the connector 1 according to the present embodiment transmits the detection result (abnormality notification signal) of the connector lock detection unit 28 as a voltage signal from the voltage signal transmission / reception unit 33. The signal can be made less susceptible to noise.

また、電圧信号送受信部33は、ロック機構部23の駆動回路に給電するための電線の少なくとも１本(接地線95)を、電圧信号を伝達するための信号線に用いているので、既存のケーブル９から信号線を増やさずに電圧信号を伝達することができる。   Further, since the voltage signal transmission / reception unit 33 uses at least one of the electric wires (ground line 95) for supplying power to the drive circuit of the lock mechanism unit 23 as a signal line for transmitting the voltage signal, A voltage signal can be transmitted from the cable 9 without increasing the number of signal lines.

さらに、本実施形態のコネクタ１は、ロック機構部23の異常を除く他の異常(接続部20の温度異常、主接点21の異常)を検出する第２異常検出部(異常温度検出部29、接点状態検出部31)を備えている。そして、充電フロー又は放電フローにおいて前記第２異常検出部が異常を検出した場合、電圧信号送受信部33は、第２異常検出部の検出結果をコネクタロック検出部28の検出結果を伝達するための電圧信号に重畳して伝達するように構成される。したがって、既存のケーブル９から信号線を増やさずに複数種類の異常検出結果を電圧信号として伝達することができる。 Further, the connector 1 of the present embodiment includes a second abnormality detection unit (abnormal temperature detection unit 29, an abnormality of the connection unit 20 and an abnormality of the main contact 21) other than the abnormality of the lock mechanism unit 23 . A contact state detector 31) is provided. When the second abnormality detection unit detects an abnormality in the charge flow or the discharge flow, the voltage signal transmission / reception unit 33 transmits the detection result of the second lock detection unit 28 to the detection result of the connector lock detection unit 28. The voltage signal is superimposed and transmitted. Therefore, a plurality of types of abnormality detection results can be transmitted as voltage signals without increasing the number of signal lines from the existing cable 9.

ここで、電圧信号送受信部33は、コネクタロック検出部28の検出結果に対応した信号電圧レベルと、第２異常検出部の検出結果に対応した信号電圧レベルとの対応関係を示したデータテーブルを記憶しておくことが好ましい。そして、電圧信号送受信部33は、前記コネクタロック検出部28及び第２異常検出部の検出結果に対応した信号電圧レベルをデータテーブルから読み取って電圧信号を生成すればよい。   Here, the voltage signal transmission / reception unit 33 creates a data table indicating a correspondence relationship between the signal voltage level corresponding to the detection result of the connector lock detection unit 28 and the signal voltage level corresponding to the detection result of the second abnormality detection unit. It is preferable to memorize. Then, the voltage signal transmitting / receiving unit 33 may read the signal voltage level corresponding to the detection results of the connector lock detection unit 28 and the second abnormality detection unit from the data table and generate a voltage signal.

一方、充放電制御装置200は、コネクタ１から異常通知信号を受け取ると電圧信号送受信部33へ制御信号を伝送する。電圧信号送受信部33は前記制御信号を受信すると駆動装置32を制御し、異常時引き外し装置27を駆動させて主接点21を引き外す(開極する)。これにより、ロック機構部23の異常によって充電中又は放電中にコネクタ１が誤ってインレットから外されたり、接続部20の異常温度上昇による不具合の発生が防止できる。 On the other hand, when receiving the abnormality notification signal from the connector 1, the charge / discharge control device 200 transmits a control signal to the voltage signal transmission / reception unit 33. When the voltage signal transmission / reception unit 33 receives the control signal, the voltage signal transmission / reception unit 33 controls the driving device 32 to drive the tripping device 27 in the event of an abnormality to disconnect (open) the main contact 21. Accordingly, it is possible to prevent the connector 1 from being mistakenly removed from the inlet during charging or discharging due to an abnormality of the lock mechanism unit 23 , or the occurrence of a malfunction due to an abnormal temperature rise of the connection unit 20.

ただし、ロック機構部23の異常を知らせる異常通知信号と、接続部20の温度異常を知らせる異常通知信号とで前記所定値を異なる値としてもよいが、何れの場合も同じ対処(主接点21の開極)が行われるので、前記所定値を同じ値としてもよい。 However, the predetermined value may be different between the abnormality notification signal that notifies the abnormality of the lock mechanism unit 23 and the abnormality notification signal that notifies the temperature abnormality of the connection unit 20, but in either case, the same countermeasure (the main contact 21 The predetermined value may be set to the same value.

１ 電気接続用コネクタ
２ コネクタ本体
20 接続部
23 ロック機構部
28 コネクタロック検出部(異常検出部)
33 電圧信号送受信部(伝達部)
230 ソレノイド 1 Connector for electrical connection 2 Connector body
20 connections
23 Locking mechanism
28 Connector lock detector (abnormality detector)
33 Voltage signal transmitter / receiver (transmitter)
230 Solenoid

Claims (4)

蓄電池を搭載した機器の受け側コネクタと挿抜自在に接続される接続部と、前記接続部と前記受け側コネクタをロックするロック機構部と、前記接続部を介して前記受け側コネクタに電気的に接続される電源線を含む複数の電線からなり、前記機器への給電又は前記機器からの受電の少なくとも何れか一方を行う装置に接続されるケーブルと、前記電線を介して前記装置に情報を伝達する伝達部と、第２異常検出部と、前記ケーブルの先端に設けられて前記接続部、前記ロック機構部、前記伝達部、前記第２異常検出部を収納する筐体とを備え、
前記ロック機構部は、ソレノイドと、前記電線を介して前記装置から供給される電力で前記ソレノイドを駆動する駆動回路と、前記駆動回路の異常を検出する異常検出部とを備え、
前記伝達部は、前記異常検出部の検出結果を電圧信号で伝達するように構成され、
第２異常検出部は、前記ロック機構部の異常を除く他の異常を検出するように構成され、
前記伝達部は、前記第２異常検出部の検出結果を前記異常検出部の検出結果を伝達するための前記電圧信号に重畳して伝達するように構成されることを特徴とする電気接続用コネクタ。 Electrically connected to the receiving connector via the connecting portion, a connecting portion that is detachably connected to a receiving connector of a device equipped with a storage battery, a locking mechanism that locks the connecting portion and the receiving connector, and Consists of a plurality of electric wires including a connected power line, a cable connected to a device that supplies power to the device or receives power from the device, and transmits information to the device via the wire A transmission unit, a second abnormality detection unit, and a housing that is provided at a tip of the cable and houses the connection unit, the lock mechanism unit, the transmission unit , and the second abnormality detection unit ,
The lock mechanism unit includes a solenoid, a drive circuit that drives the solenoid with electric power supplied from the device via the electric wire, and an abnormality detection unit that detects an abnormality of the drive circuit,
The transmission unit is configured to transmit a detection result of the abnormality detection unit as a voltage signal ,
The second abnormality detection unit is configured to detect other abnormality excluding the abnormality of the lock mechanism unit,
The transmission unit, the second abnormality detection portion of the detection result the abnormality detection part of the detection result superimposed to the voltage signal for transmitting is configured to transmit the electrical connector according to claim Rukoto . 前記伝達部は、複数の前記電線のうち、前記ロック機構部の前記駆動回路に給電するための電線の少なくとも１本を、前記電圧信号を伝達するための信号線に用いることを特徴とする請求項１記載の電気接続用コネクタ。 The transmission section, among the plurality of the electric wire, wherein which comprises using at least one wire to power the drive circuit of the locking mechanism, the signal line for transmitting the voltage signal Item 1. The electrical connector according to Item 1 . 前記伝達部は、前記異常検出部の検出結果に対応した信号電圧レベルと、前記第２異常検出部の検出結果に対応した信号電圧レベルとの対応関係を示したデータテーブルを記憶しており、前記異常検出部及び前記第２異常検出部の検出結果に対応した前記信号電圧レベルを前記データテーブルから読み取って前記電圧信号を生成することを特徴とする請求項１又は２記載の電気接続用コネクタ。 The transmission unit stores a data table indicating a correspondence relationship between the signal voltage level corresponding to the detection result of the abnormality detection unit and the signal voltage level corresponding to the detection result of the second abnormality detection unit, 3. The electrical connection connector according to claim 1, wherein the voltage signal is generated by reading the signal voltage level corresponding to the detection result of the abnormality detection unit and the second abnormality detection unit from the data table. . 前記伝達部は、複数の前記電線のうち、前記機器への給電又は前記機器からの受電の少なくとも何れか一方を行う前記装置から信号が伝達される電線を、前記電圧信号を伝達するための信号線に用いるように構成されることを特徴とする請求項１〜３の何れか１項に記載の電気接続用コネクタ。 The transmission unit is a signal for transmitting the voltage signal to an electric wire to which a signal is transmitted from the device that performs at least one of power supply to the device or power reception from the device among the plurality of electric wires. It is comprised so that it may use for a wire, The connector for electrical connection of any one of Claims 1-3 characterized by the above-mentioned .
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