Abstract:
A charge termination system according to an exemplary aspect of the present disclosure includes, among other things, a switch configured to transition from a first position to a second position and a charging circuit extending to an external power source. The switch in the first position permits the charging circuit to charge an electrified vehicle. The switch in the second position prevents the charging circuit from charging the electrified vehicle.

Description:
TECHNICAL FIELD 
       [0001]    This disclosure relates generally to terminating a charge of an electrified vehicle in response to an impact event. 
       BACKGROUND 
       [0002]    Electrified vehicles differ from conventional motor vehicles because electrified vehicles are selectively driven using one or more electric machines powered by a traction battery. The electric machines can drive the electrified vehicles instead of, or in addition to, an internal combustion engine. Example electrified vehicles include hybrid electric vehicles (HEVs), plug-in hybrid electric vehicles (PHEVs), fuel cell vehicles (FCVs), and battery electric vehicles (BEVs). 
         [0003]    Charging a traction battery of an electrified vehicle, such as a PHEV, can involve electrically coupling the electrified vehicle to an external power source. The electrified vehicle can include electrically powered impact sensors that are not active when the external power source is charging the traction battery. For example, electrically powered impact sensors associated with a restraint control module are typically inactive when the external power source is charging the traction battery. 
       SUMMARY 
       [0004]    A charge termination system according to an exemplary aspect of the present disclosure includes, among other things, a switch configured to transition from a first position to a second position, and a charging circuit extending to an external power source. The switch in the first position permits the charging circuit to charge an electrified vehicle. The switch in the second position prevents the charging circuit from charging the electrified vehicle. 
         [0005]    In a further non-limiting embodiment of the foregoing system, the switch is a passive switch. 
         [0006]    In a further non-limiting embodiment of any of the foregoing systems, the switch is an inertia switch. 
         [0007]    In a further non-limiting embodiment of any of the foregoing systems, the switch is configured to transition from the first position to the second position in response to movement of the electrified vehicle relative to a charging station. 
         [0008]    In a further non-limiting embodiment of any of the foregoing systems, the switch is within the electrified vehicle. 
         [0009]    In a further non-limiting embodiment of any of the foregoing systems, the switch is at least partially within a receptacle that engages a vehicle charger plug of a charger assembly. 
         [0010]    In a further non-limiting embodiment of any of the foregoing systems, the system includes a charging cord of a charger assembly. The charging cord holds the switch. 
         [0011]    In a further non-limiting embodiment of any of the foregoing systems, the system includes a vehicle charger plug of a charger assembly. The charger plug holds the switch. 
         [0012]    In a further non-limiting embodiment of any of the foregoing systems, the switch in the first position permits the charging circuit to charge the electrified vehicle when the electrified vehicle is stationary. 
         [0013]    In a further non-limiting embodiment of any of the foregoing systems, the switch is configured to transition from the first position to the second position when the electrified vehicle is in a key-off state. 
         [0014]    An electrified vehicle charge termination method according to another exemplary aspect of the present disclosure includes, among other things, charging an electrified vehicle using a charging station, and in response to a relative movement between the electrified vehicle and the charging station, transitioning a switch from a first position that permits the charging to a second position that prevents the charging. 
         [0015]    In a further non-limiting embodiment of the foregoing method, the electrified vehicle is keyed off during the charging. 
         [0016]    In a further non-limiting embodiment of any of the foregoing methods, the switch is an inertia switch. 
         [0017]    In a further non-limiting embodiment of any of the foregoing methods, the switch is a passive switch. 
         [0018]    In a further non-limiting embodiment of any of the foregoing methods, the method includes holding the switch within the electrified vehicle. 
         [0019]    In a further non-limiting embodiment of any of the foregoing methods, the method includes holding the switch within a vehicle charger plug of the charger assembly. 
         [0020]    In a further non-limiting embodiment of any of the foregoing methods, the method includes holding the switch within a charger cable of the charger assembly. 
         [0021]    In a further non-limiting embodiment of any of the foregoing methods, the switch opens a charging circuit extending between a grid power source and the electrified vehicle. 
         [0022]    In a further non-limiting embodiment of any of the foregoing methods, a restraint control module of the electrified is off during the charging. 
         [0023]    In a further non-limiting embodiment of any of the foregoing methods, the method further comprises transmitting a communication from the electrified vehicle in response to the relative movement, the transitioning, or both. 
     
    
     
       BRIEF DESCRIPTION OF THE FIGURES 
         [0024]    The various features and advantages of the disclosed examples will become apparent to those skilled in the art from the detailed description. The figures that accompany the detailed description can be briefly described as follows: 
           [0025]      FIG. 1  shows an example electrified vehicle powertrain. 
           [0026]      FIG. 2  shows an example electrified vehicle incorporating the electrified vehicle powertrain of  FIG. 1  and in a charging position at a charging station. 
           [0027]      FIG. 3  shows a highly schematic view of the electrified vehicle and the charging station of  FIG. 2 . 
           [0028]      FIG. 4  shows a highly schematic view of the electrified vehicle and the charging station of  FIG. 2  after an exemplary impact event. 
       
    
    
     DETAILED DESCRIPTION 
       [0029]    This disclosure relates generally to charging a traction battery of an electrified vehicle using a charging station, and to terminating the charging in response to an impact event. 
         [0030]    Referring to  FIG. 1 , a powertrain  10  of a plug-in hybrid electric vehicle (PHEV) includes a traction battery  14  having battery cells  18 . The powertrain  10  further includes an internal combustion engine  20 , a motor  22 , and a generator  24 . The motor  22  and the generator  24  are types of electric machines. The motor  22  and generator  24  may be separate or have the form of a combined motor-generator. 
         [0031]    In this embodiment, the powertrain  10  is a power-split powertrain that employs a first drive system and a second drive system. The first and second drive systems generate torque to drive one or more sets of vehicle drive wheels  28 . The first drive system includes a combination of the engine  20  and the generator  24 . The second drive system includes at least the motor  22 , the generator  24 , and the traction battery  14 . The motor  22  and the generator  24  are portions of an electric drive system of the powertrain  10 . 
         [0032]    The engine  20  and the generator  24  can be connected through a power transfer unit  30 , such as a planetary gear set. Of course, other types of power transfer units, including other gear sets and transmissions, can be used to connect the engine  20  to the generator  24 . In one non-limiting embodiment, the power transfer unit  30  is a planetary gear set that includes a ring gear  32 , a sun gear  34 , and a carrier assembly  36 . 
         [0033]    The generator  24  can be driven by the engine  20  through the power transfer unit  30  to convert kinetic energy to electrical energy. The generator  24  can alternatively function as a motor to convert electrical energy into kinetic energy, thereby outputting torque to a shaft  38  connected to the power transfer unit  30 . 
         [0034]    The ring gear  32  of the power transfer unit  30  is connected to a shaft  40 , which is connected to the vehicle drive wheels  28  through a second power transfer unit  44 . The second power transfer unit  44  may include a gear set having a plurality of gears  46 . Other power transfer units could be used in other examples. 
         [0035]    The gears  46  transfer torque from the engine  20  to a differential  48  to ultimately provide traction to the vehicle drive wheels  28 . The differential  48  may include a plurality of gears that enable the transfer of torque to the vehicle drive wheels  28 . In this example, the second power transfer unit  44  is mechanically coupled to an axle  50  through the differential  48  to distribute torque to the vehicle drive wheels  28 . 
         [0036]    The motor  22  can be selectively employed to drive the vehicle drive wheels  28  by outputting torque to a shaft  54  that is also connected to the second power transfer unit  44 . In this embodiment, the motor  22  and the generator  24  cooperate as part of a regenerative braking system in which both the motor  22  and the generator  24  can be employed as motors to output torque. For example, the motor  22  and the generator  24  can each output electrical power to recharge cells of the traction battery  14 . 
         [0037]    Referring to  FIG. 2  with continuing reference to  FIG. 1 , an example electrified vehicle  60  incorporates the powertrain  10  of  FIG. 1 . The example electrified vehicle  60  is a plug-in hybrid electric vehicle. The electrified vehicle  60  is shown in a charging position where the electrified vehicle is electrically coupled to a charging station  64 . 
         [0038]    The charging station  64  includes a tether-type charger assembly  68  and a grid power source  72 . The charger assembly  68  conveys power from the grid power source  72  to the electrified vehicle  60 . In this example, the charger assembly  68  includes a wall outlet plug  76 , a charger body  80  within a housing, a charger cable  84 , and a vehicle charger plug  88 . 
         [0039]    Charging the electrified vehicle  60  using the charging station  64  involves positioning the electrified vehicle  60  near the charging station  64  and electrically coupling the vehicle charger plug  88  to the electrified vehicle  60 . Power can then move from the grid power source  72  to the electrified vehicle  60 , and specifically the traction battery  14  of the powertrain  10 . 
         [0040]    When the electrified vehicle  60  is stationary, the electrified vehicle  60  is electrically coupled to the vehicle charger plug  88 , and the wall outlet plug  76  is electrically coupled to the grid power source  72 , the electrified vehicle  60  is in a charging position. The traction battery  14  can be charged when the electrified vehicle  60  is in the charging position. 
         [0041]    The electrified vehicle  60  is typically in a keyed-off state when the electrified vehicle  60  is charging in the charging position. In this example, the electrical systems unrelated to charging the electrified vehicle  60  are not active or powered when the electrified vehicle  60  is charging in the charging position. When the electrified vehicle  60  is in the key-off state, many sensors used to detect impact events are not powered and thus do not detect impact events. 
         [0042]    For example, the example electrified vehicle  60  includes a restraint control module having electrically powered sensors to detect impact events. The restraint control module is active when the electrified vehicle  60  is keyed-on. The restraint control is not active when the electrified vehicle  60  is keyed-off to, among other things, prevent airbags from inflating when not required. The electrically powered sensors of the restraint control module thus do not detect impact events when the electrified vehicle  60  is in the charging position. (Example impact events can include another vehicle contacting the electrified vehicle  60 , which is stationary.) 
         [0043]    Continuing charging the electrified vehicle  60  with power from the grid power source  72  after an impact event is often undesirable. The example electrified vehicle  60  incorporates features that terminate charging the electrified vehicle  60  with power from the grid power source  72  in response to an impact event. 
         [0044]    Referring now to  FIG. 3  with continuing reference to  FIG. 2 , electrically coupling the wall outlet plug  76  to the grid power source  72 , and electrically coupling the vehicle charger plug  88  to the electrified vehicle  60  establishes a charging circuit  92  extending to the grid power source  72 . Power is conveyed from the grid power source  72  through the charging station  64  to the electrified vehicle  60  along the charging circuit  92 . 
         [0045]    The example charging circuit  92  incorporates a switch  96  that can transition from a first position that permits the charging circuit  92  to convey power to the electrified vehicle  60  to a second position that prevents the charging circuit  92  from conveying power to the electrified vehicle  60 . The switch  96  can include a single switch or a plurality of individual switches. 
         [0046]    In this example, the switch  96  transitions from the first position to the second position in response to an impact event. The example switch  96  is a passive switch. That is, the switch  96  is not electrically powered and does not require the electrified vehicle  60  to be operating or to be in a keyed-on position in order for the switch  96  to transition from the first position to the second position. 
         [0047]    More particularly, the switch  96  includes one or more passive inertia switches that can sense shock or vibration associated with an impact event. The switch  96  can include a weight held within a spring-loaded cage. A shock to the switch  96 , such as shocks and high G-forces resulting from an impact event, can move the weight relative to the cage. If the weight moves enough, the spring bias of the cage is released and the switch  96  transitions from the first position to the second position. The switch  96  can, in some examples, require a manual reset of the spring-loaded cage to transition the switch  96  from the second position back to the first position. In other examples, switches other than a passive inertia switch are used. 
         [0048]    The impact event, in this example, causes the switch  96  to transition from the first position, where charging is permitted, to the second position, where charging is prevented. In particular, the switch  96  transitions in response to shocks, vibrations, or both, that result from the impact event. The switch  96  thus terminates charging of the electrified vehicle  60  in response to the impact event. 
         [0049]      FIG. 4  shows the electrified vehicle  60  shifted from a charging position shown in  FIG. 3  to another position. An example impact event applies a force F to the electrified vehicle  60  in the charging position causing the electrified vehicle  60  to move from the charging position (shown in broken lines in  FIG. 4 ) to another position. The movement of the electrified vehicle  60  and the switch  96  transitions the switch  96  from the first position of  FIG. 3  to the second position of  FIG. 4 . 
         [0050]    The example switch  96  is held within the electrified vehicle  60 . The switch  96  could be mounted to a frame of the electrified vehicle  60  in a position appropriate for detecting an impact event. In some examples, the switch  96  is mounted to the electrified vehicle  60  very close to wherein the vehicle charger plug  88  electrically couples to the electrified vehicle  60 . In some examples, the switch  96  is mounted within a receptacle of the electrified vehicle  60  that electrically couples directly with the vehicle charger plug  88 . Mounting the switch  96  at or near where the vehicle charger plug  88  electrically couples to the electrified vehicle  60  can minimize the potential for live voltage in the electrified vehicle  60  after the switch  96  transitions from the first position to the second position in response to an impact event. 
         [0051]    In another example, the switch  96  is incorporated into the vehicle charger plug  88  of the charger assembly  68 . In such an example, an impact event moves the vehicle charger plug  88 , which causes the switch  96  to transition from the first position that completes the charging circuit  92  to the second position that opens the charging circuit. 
         [0052]    In yet another example, the charger cable  84  or the charger body  80  holds the switch  96 . In such an example, an impact event moves the charger cable  84  or the charger body  80 , which causes the switch  96  to transition from the first position that completes the charging circuit  92  to the second position that opens the charging circuit. 
         [0053]    In some examples, the switch  96  transitioning from the first position to the second position causes a controller module  98  of the electrified vehicle  60  to wake up even though the electrified vehicle  60  is keyed off. The controller module  98  can wake up from an inactive state and initiate a communication. For example, the controller module  98  can wake up and transmit a message from the electrified vehicle  60 , such as a text message, for an operator of the electrified vehicle  60 . The message can notify the operator that an impact event has occurred, which may prompt the operator to return to the electrified vehicle  60  or otherwise inspect the electrified vehicle  60 . 
         [0054]    Features of the disclosed examples include a switch that terminates a charge of an electrified vehicle from a charging station in response to an impact event. The switch transitions in response to forces, such as shocks and vibrations, associated with the impact event. The switch is a passive switch and does not require the vehicle to operate in order to transition from the first position to the second position. Thus, charging can be terminated in response to an impact event even when the vehicle is keyed off. 
         [0055]    The preceding description is exemplary rather than limiting in nature. Variations and modifications to the disclosed examples may become apparent to those skilled in the art that do not necessarily depart from the essence of this disclosure. Thus, the scope of legal protection given to this disclosure can only be determined by studying the following claims.