Detection of On-Board Charger Connection to Electric Vehicle Supply Equipment

• US 20150097525A1
• Filed: 10/09/2013
• Published: 04/09/2015
• Est. Priority Date: 10/09/2013
• Status: Active Grant

• Current Assignee: Ford Global Technologies, LLC (Ford Motor Company)
• Original Assignee: Ford Global Technologies, LLC (Ford Motor Company)
• Inventors: DeDona, Matthew Roger, Rutyna, Arthur M., Ferrel, Mark J., Wu, Bo, Heremans, Hilde Anne, Bell, Christopher W.
• Granted Patent: US 10,046,661 B2
• Time in Patent Office: Days
• US Class Current: 320/109
• CPC Class Codes: B60L 1/003 to auxiliary motors, e.g. for pumps, compressors
• CPC Class Codes: B60L 1/006 to power outlets
• CPC Class Codes: B60L 2210/10 DC to DC converters
• CPC Class Codes: B60L 2210/40 DC to AC converters
• CPC Class Codes: B60L 2240/34 Cabin temperature
• CPC Class Codes: B60L 2240/423 Torque
• CPC Class Codes: B60L 2240/443 Torque
• CPC Class Codes: B60L 2250/16 by display
• CPC Class Codes: B60L 2260/56 Temperature prediction, e.g. for pre-cooling
• CPC Class Codes: B60L 3/0069 relating to the isolation, e.g. ground fault or leak current
• CPC Class Codes: B60L 3/04 Cutting off the power supply under fault conditions protective devices and circuit arrangements in general H01H; H02H
• CPC Class Codes: B60L 3/12 Recording operating variables ; Monitoring of operating variables
• CPC Class Codes: B60L 50/16 with provision for separate direct mechanical propulsion
• CPC Class Codes: B60L 50/61 by batteries charged by engine-driven generators, e.g. series hybrid electric vehicles
• CPC Class Codes: B60L 50/66 Arrangements of batteries
• CPC Class Codes: B60L 53/11 DC charging controlled by the charging station, e.g. mode 4
• CPC Class Codes: B60L 53/14 Conductive energy transfer
• CPC Class Codes: B60L 58/20 having different nominal voltages
• CPC Class Codes: B60L 58/21 having the same nominal voltage
• CPC Class Codes: B60L 7/14 for vehicles propelled by ac motors
• CPC Class Codes: Y02T 10/62 : Hybrid vehicles
• CPC Class Codes: Y02T 10/64 : Electric machine technologies in electromobility
• CPC Class Codes: Y02T 10/70 : Energy storage systems for electromobility, e.g. batteries
• CPC Class Codes: Y02T 10/7072 : Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
• CPC Class Codes: Y02T 10/72 : Electric energy management in electromobility
• CPC Class Codes: Y02T 90/12 : Electric charging stations
• CPC Class Codes: Y02T 90/14 : Plug-in electric vehicles
• CPC Class Codes: Y02T 90/16 : Information or communication technologies improving the operation of electric vehicles

Abstract

Electric and plug-in hybrid vehicles connect to Electric Vehicle Supply Equipment (EVSE) to recharge a traction battery. Existing standards define the signal interface between the vehicle and EVSE including control pilot and proximity detect signals. The vehicle may use the status of these signals to detect when a connection is established with EVSE. The vehicle may indicate a connection when the signals provide conflicting statuses. The vehicle may prevent driving off and permit charging in the event of a proximity detect signal indicating a state of engagement other than connected as long as a valid control pilot signal is present. The status of the control pilot signal may be utilized to prevent drive-off and permit charging.

Claims

1. A vehicle comprising:

a charger;

a charge port including circuitry configured to interface with a control pilot and a proximity sense conductor of electric vehicle supply equipment (EVSE) to respectively establish, when connected, a pilot signal between the charger and EVSE to control the charger and a proximity signal indicative of a state of engagement between the charge port and EVSE; and

at least one controller programmed to, in response to a valid pilot signal and a proximity signal indicative of disengagement between the charge port and EVSE, prevent driving of the vehicle.

2. The vehicle of claim 1 wherein, to prevent driving of the vehicle, the at least one controller is further programmed to communicate a shift inhibit signal to a transmission controller to prevent shifting the vehicle from park.

3. The vehicle of claim 1 wherein, to prevent driving of the vehicle, the at least one controller is further programmed to communicate a propulsion disable signal to a powertrain controller to prevent operation of an engine or an electric machine.

4. The vehicle of claim 1 wherein the at least one controller is further programmed to, in response to the valid pilot signal and the proximity signal indicative of disengagement between the charge port and EVSE, permit charging of a traction battery.

5. The vehicle of claim 4 wherein the at least one controller is further programmed to, in response to charging of the traction battery, decrease a debounce time for the pilot signal.

6. The vehicle of claim 5 wherein the at least one controller is further programmed to, in response to a loss of the pilot signal for a time greater than the debounce time, interrupt charging of the traction battery.

7. A vehicle comprising:

a charger;

a charge port including circuitry configured to interface with a control pilot and a proximity sense conductor of electric vehicle supply equipment (EVSE) to respectively establish, when connected, a pilot signal between the charger and EVSE to control the charger and a proximity signal indicative of a state of engagement between the charge port and EVSE; and

at least one controller programmed to, in response to a valid pilot signal and a proximity signal indicative of disengagement between the charge port and EVSE, permit charging of a traction battery.

8. The vehicle of claim 7 wherein the at least one controller is further programmed to, in response to the valid pilot signal and the proximity signal indicative of disengagement between the charge port and EVSE, prevent driving of the vehicle.

9. The vehicle of claim 7 wherein the at least one controller is further programmed to, in response to charging of the traction battery, decrease a debounce time for the pilot signal.

10. The vehicle of claim 9 wherein the at least one controller is further programmed to, in response to a loss of the pilot signal for a time greater than the debounce time, interrupt charging of the traction battery.

11. A method of controlling a vehicle comprising:

by at least one controller,

receiving a proximity signal indicative of a state of engagement between a charge port and electric vehicle supply equipment (EVSE);

receiving a pilot signal between a charger and EVSE; and

enabling charging of a traction battery in response to a valid pilot signal and a proximity signal indicative of disengagement between the charge port and EVSE.

12. The method of claim 11 further comprising, by at least one controller, preventing driving of the vehicle in response to a valid pilot signal and a proximity signal indicative of disengagement between the charge port and EVSE.

13. The method of claim 11 further comprising, by at least one controller, detecting a loss of the pilot signal in response to the pilot signal being indicative of a state of disengagement between the charge port and EVSE for a time greater than a debounce time, wherein the debounce time has a first value when the proximity signal indicates a state of engagement between the charge port and EVSE and a second value when the proximity signal indicates a state of disengagement between the charge port and EVSE such that the first value is greater than the second value.

14. The method of claim 13 further comprising, by at least one controller, interrupting charging of the traction battery in response to the loss of the pilot signal.