Manual release systems for electrified vehicle charge port locks

This disclosure describes manual release systems for electrified vehicle charge port locks. In some embodiments, a vehicle key may be used to manually override a position of the charge port lock. In other embodiments, a pull button and cable arrangement may be used to manually override the position of the charge port lock. The pull button may be packaged under a vehicle hood and, in some embodiments, may be mounted to either a cooling system component or a grille support structure.

TECHNICAL FIELD

This disclosure relates to electrified vehicles, and more particularly to manual release systems for electrified vehicle charge port locks.

BACKGROUND

The desire to reduce automotive fuel consumption and emissions has been well documented. Therefore, electrified vehicles are being developed that reduce or completely eliminate reliance on internal combustion engines. In general, electrified vehicles differ from conventional motor vehicles because they are selectively driven by one or more battery powered electric machines. Conventional motor vehicles, by contrast, rely exclusively on the internal combustion engine to propel the vehicle.

Charging a battery pack of an electrified vehicle, such as a plug-in hybrid electric vehicle (PHEV) or battery electric vehicle (BEV), can involve electrically coupling the vehicle to an external power source. A charge port of the electrified vehicle is configured to receive a connector/coupler of a charge cord (e.g., an electric vehicle supply equipment (EVSE)) that is electrically coupled to the external power source. Some charge ports include a lock configured to lock the charge cord connector to the charge port to prevent theft of the charge cord and unintended separation of the charging circuits while the vehicle is charging.

SUMMARY

An electrified vehicle according to an exemplary aspect of the present disclosure includes, among other things, an under-hood mounted component, a charge port assembly including a lock having an actuator, a pull button mounted to the under-hood mounted component, and a cable operably connected to each of the pull button and the actuator.

In a further non-limiting embodiment of the foregoing electrified vehicle, the actuator is configured to move a pin of the lock between a locked position and a released position when the lock is in a normal operating condition. The pull button and the cable are configured to manually move the pin to the released position when the lock is in a stuck on plug condition.

In a further non-limiting embodiment of either of the foregoing electrified vehicles, the under-hood mounted component is mounted within an engine compartment under a hood of the electrified vehicle.

In a further non-limiting embodiment of any of the foregoing electrified vehicles, the under-hood mounted component is a coolant tank.

In a further non-limiting embodiment of any of the foregoing electrified vehicles, the pull button is movable between a first position and a second position to override a locked position of the actuator.

In a further non-limiting embodiment of any of the foregoing electrified vehicles, the cable is relaxed when the pull button is in the first position and the cable is taut when the pull button is in the second position. The cable is operably connected to the actuator through a lever or a linkage.

In a further non-limiting embodiment of any of the foregoing electrified vehicles, the pull button is mounted under a hood of the electrified vehicle.

In a further non-limiting embodiment of any of the foregoing electrified vehicles, the pull button is mounted to the under-hood mounted component by a mounting bracket.

An electrified vehicle according to another exemplary aspect of the present disclosure includes, among other things, a grille assembly, a charge port assembly mounted to the grille assembly and including a lock having an actuator, a pull button mounted to a grille support structure of the grille assembly, and a cable operably connected to each of the pull button and the actuator.

In a further non-limiting embodiment of the foregoing electrified vehicle, the pull button is movable between a first position and a second position to override a locked position of the actuator. The cable is relaxed when the pull button is in the first position and the cable is taut when the pull button is in the second position.

In a further non-limiting embodiment of either of the foregoing electrified vehicles, the cable is operably connected to the actuator through a lever or a linkage.

In a further non-limiting embodiment of any of the foregoing electrified vehicles, the pull button is mounted under a hood of the electrified vehicle.

In a further non-limiting embodiment of any of the foregoing electrified vehicles, the pull button is mounted to the grille support structure by a mounting bracket.

In a further non-limiting embodiment of any of the foregoing electrified vehicles, the actuator is configured to move a pin of the lock between a locked position and a released position when the lock is in a normal operating condition. The pull button and the cable are configured to manually move the pin to the released position when the lock is in a stuck on plug condition.

An electrified vehicle according to another exemplary aspect of the present disclosure includes, among other things, a charge port assembly including a lock having an actuator and a key slot provided within the charge port assembly and configured to receive a barrel of a vehicle key for manually overriding a position of the lock.

In a further non-limiting embodiment of the foregoing electrified vehicle, the key slot is formed in a housing of the charge port assembly.

In a further non-limiting embodiment of either of the foregoing electrified vehicles, the key slot is formed in a key barrel that is mounted within a housing of the charge port assembly.

In a further non-limiting embodiment of any of the foregoing electrified vehicles, the key slot is formed in a cover plate assembly of the charge port assembly.

In a further non-limiting embodiment of any of the foregoing electrified vehicles, a pull button is disposed beneath the cover plate assembly. The pull button is operably connected to the actuator.

In a further non-limiting embodiment of any of the foregoing electrified vehicles, the pull button is movably mounted to a housing of the charge port assembly or a surface of a wheel well of the electrified vehicle.

DETAILED DESCRIPTION

This disclosure describes manual release systems for electrified vehicle charge port locks. In some embodiments, a vehicle key may be used to manually override a position of the charge port lock. In other embodiments, a pull button and cable arrangement may be used to manually override the position of the charge port lock. The pull button may be packaged under a vehicle hood and, in some embodiments, may be mounted to either a cooling system component or a grille support structure. These and other features of this disclosure are discussed in greater detail in the following paragraphs of this detailed description.

FIG. 1schematically illustrates a powertrain10for an electrified vehicle12. In an embodiment, the electrified vehicle12is a plug-in hybrid electric vehicle (PHEV). In another embodiment, the electrified vehicle is a battery electric vehicle (BEV).

In an embodiment, the powertrain10is a power-split powertrain system that employs a first drive system and a second drive system. The first drive system may include a combination of an engine14and a generator18(i.e., a first electric machine). The second drive system includes at least a motor22(i.e., a second electric machine) and a battery pack24. In this example, the second drive system is considered an electric drive system of the powertrain10. The first and second drive systems generate torque to drive one or more sets of vehicle drive wheels28of the electrified vehicle12.

The engine14, which in an embodiment is an internal combustion engine, and the generator18may be connected through a power transfer unit30, such as a planetary gear set. Of course, other types of power transfer units, including other gear sets and transmissions, may be used to connect the engine14to the generator18. In one non-limiting embodiment, the power transfer unit30is a planetary gear set that includes a ring gear32, a sun gear34, and a carrier assembly36.

The generator18can be driven by the engine14through the power transfer unit30to convert kinetic energy to electrical energy. The generator18can alternatively function as a motor to convert electrical energy into kinetic energy, thereby outputting torque to a shaft38connected to the power transfer unit30. Because the generator18is operatively connected to the engine14, the speed of the engine14can be controlled by the generator18.

The ring gear32of the power transfer unit30may be connected to a shaft40, which is connected to vehicle drive wheels28through a second power transfer unit44. The second power transfer unit44may include a gear set having a plurality of gears46. Other power transfer units may also be suitable. The gears46transfer torque from the engine14to a differential48to ultimately provide traction to the vehicle drive wheels28. The differential48may include a plurality of gears that enable the transfer of torque to the vehicle drive wheels28. In one embodiment, the second power transfer unit44is mechanically coupled to an axle50through the differential48to distribute torque to the vehicle drive wheels28. In one embodiment, the power transfer units30,44are part of a transaxle20of the electrified vehicle12.

The motor22can also be employed to drive the vehicle drive wheels28by outputting torque to a shaft55that is also connected to the second power transfer unit44. In one embodiment, the motor22is part of a regenerative braking system. For example, the motor22can each output electrical power to the battery pack24.

The battery pack24is an exemplary electrified vehicle battery. The battery pack24may be a high voltage traction battery pack that includes a plurality of battery assemblies25(i.e., battery arrays or groupings of battery cells) capable of outputting electrical power to operate the motor22, the generator18, and/or other electrical loads of the electrified vehicle12. Other types of energy storage devices and/or output devices can also be used to electrically power the electrified vehicle12.

The electrified vehicle12may employ two basic operating modes. The electrified vehicle12may operate in an Electric Vehicle (EV) mode where the motor22is used (generally without assistance from the engine14) for vehicle propulsion, thereby depleting the battery pack24state of charge up to its maximum allowable discharging rate under certain driving patterns/cycles. The EV mode is an example of a charge depleting mode of operation for the electrified vehicle12. During EV mode, the state of charge of the battery pack24may increase in some circumstances, for example due to a period of regenerative braking. The engine14is generally OFF under a default EV mode but could be operated as necessary based on a vehicle system state or as permitted by the operator.

The electrified vehicle12may additionally operate in a Hybrid (HEV) mode in which the engine14and the motor22are both used for vehicle propulsion. The HEV mode is an example of a charge sustaining mode of operation for the electrified vehicle12. During the HEV mode, the electrified vehicle12may reduce the motor22propulsion usage in order to maintain the state of charge of the battery pack24at a constant or approximately constant level by increasing the engine14propulsion. The electrified vehicle12may be operated in other operating modes in addition to the EV and HEV modes within the scope of this disclosure.

The electrified vehicle12may also equipped with a charging system16for charging the energy storage devices (e.g., battery cells) of the battery pack24. The charging system16may include charging components that are located both onboard the electrified vehicle12and external to the electrified vehicle12. The charging system16is connectable to one or more external power sources26(e.g., utility/grid power from an electrical grid) for receiving and distributing power throughout the electrified vehicle12.

In an embodiment, the charging system16includes a charge port assembly35(sometimes referred to as a vehicle inlet assembly) located on-board the electrified vehicle12, and a charge cord assembly52(sometimes referred to as an electric vehicle supply equipment (EVSE) assembly) that can be operably connected between the charge port assembly35and the external power source26. The charge port assembly35may include one or more ports adapted to receive a connector (sometimes referred to as a coupler or plug) of the charge cord assembly52. The charge port assembly35is therefore configured to receive power from the external power source26and then supply the power to the battery pack24for charging the battery cells contained therein.

The charging system16may be equipped with power electronics for converting AC power received from the external power source26to DC power for charging the energy storage devices of the battery pack24. The charging system16is also configured to accommodate one or more conventional voltage sources from the external power source26(e.g., 110 volt, 220 volt, etc.). The charging system16may be configured to provide any level of charging (e.g., level 1, 2, DC, etc.).

The powertrain10ofFIG. 1is highly schematic and is not intended to limit this disclosure. Various additional components could alternatively or additionally be employed by the powertrain10within the scope of this disclosure.

FIG. 2schematically illustrates an electrified vehicle12parked near a charging station54for charging. The electrified vehicle12may employ the powertrain10ofFIG. 1, or any other electrified powertrain in which electric drive components are configured to electrically propel the wheels of the electrified vehicle12, either with or without the assistance of an engine.

The charging station54is powered by the external power source26. In an embodiment, the external power source26includes utility grid power. In another embodiment, the external power source26includes an alternative energy source, such as solar power, wind power, etc. In yet another embodiment, the external power source26includes a combination of utility grid power and alternative energy sources.

The charge cord assembly52(or a tethered cord set of the charging station54) may be connected to both the charging station54(or a wall outlet) and the charge port assembly35for conveying power form the external power source26to the electrified vehicle12. In an embodiment, the charge cord assembly52includes a plug56for connecting to the charging station54(or a wall outlet), a connector58(sometimes referred to as a coupler) for connecting to the charge port assembly35of the electrified vehicle12, and a charger cable60extending between the plug56and the connector58. Power originating from the external power source26may be transferred from the charging station54to the charge port assembly35for charging the battery pack24of the electrified vehicle12via the charger cable60and the connector58. The power received by the charge port assembly35may be transferred to an on-board charger module and then over high voltage cables to the battery pack24for replenishing the energy of the battery cells housed within the battery pack24.

It is sometimes desirable to lock the connector58to the charge port assembly35during charging to both prevent theft of the charge cord assembly52and the unintended separation of the connector58from the charge port assembly35. In some geographic regions, regulations may even require that the connector58locks to the charge port assembly35during charging.

Referring toFIG. 3, the charge port assembly35may include a lock62configured to selectively lock the connector58to the charge port assembly35. The lock62may include an actuator64, which is illustrated schematically. The actuator64is configured to move a pin66in directions D1and D2between a locked position and a released position when the lock62operates under normal operating conditions. For example, the pin66may be moved in the direction D1to position the pin66within a corresponding recess of the connector58, thereby locking the connector58to the charge port assembly35. In the released position, the actuator64is configured to move the pin66in the direction D2to remove the pin66from the recess of the connector58, thereby enabling a user to detach the connector58from the charge port assembly35. The actuator64may be programmed to move the pin66between the locked and released positions in response to electrical signals received from an on-board charger module68. The actuator64is therefore responsive to commands and instructions from the charger module68.

While only one pin66is illustrated, it should be understood that the lock62could include additional pins for locking the connector58to the charge port assembly35. Further, this disclosure is not limited to the particular location of the pin66shown inFIG. 3. The lock62could include pins placed elsewhere around the charge port assembly35.

Moreover, while the actuator64is illustrated schematically inFIG. 3, it should be understood that this disclosure extends to all types of actuators. The actuator64, for example, may include a motor and one or more gears and links, and can be responsive to instructions from the charger module68, which may itself be in electrical communication with other controllers, such as a vehicle system controller (VSC), for example.

In some scenarios, such as during electrical signal faults or communication faults, the lock62may become stuck in the locked position, which is sometimes referred to as the vehicle being “stuck on plug.” In the “stuck on plug” condition, the actuator64is at least momentarily incapable of moving the pin66in the direction D2to the released position, thereby at least temporarily preventing the user from removing the connector58from the charge port assembly35. This disclosure therefore proposes manual release systems for allowing the user to manually release the lock62of the charge port assembly35.

FIG. 4, with continued reference toFIGS. 1-3, illustrates a manual release system70according to a first embodiment of this disclosure. The exemplary manual release system70may include a key slot72formed in a housing74of the charge port assembly35. The key slot72may be keyed to match the design (e.g., in terms of a series of teeth/notches) of a blade76of a vehicle key78associated with the electrified vehicle12. The key slot72and the blade76may include any configurations so long as the configurations match one another.

When the blade76of the vehicle key78is fully inserted into the key slot72, the blade76may push a lever80of the manual release system70. The lever80is operably connected to the actuator64of the lock62such that movement of the lever80overrides the locked position of the actuator64. For example, movement of the lever80in a direction D3, via an insertion force F of the blade76of the vehicle key78, moves the pin66of the lock62in the direction D2(seeFIG. 3) to unlock the connector58from the charge port assembly35. The user may then remove the connector58from the charge port assembly35.

FIG. 5illustrates a manual release system170according to a second embodiment of this disclosure. The manual release system170may include a key barrel82and a lever84. The key barrel82may be mounted within the housing74of the charge port assembly35, and the lever84may be operably connected to the actuator64of the lock62.

The key barrel82may include a key slot86that is keyed to match a design of a blade76of a vehicle key78associated with the electrified vehicle12. When the blade76is fully inserted into the key slot86, the blade76may actuate a push pin88of the key barrel82that then pushes against the lever84, thereby overriding the locked position of the actuator64. For example, movement of the lever84in a direction D3moves the pin66of the lock62in the direction D2(seeFIG. 3) to unlock the connector58from the charge port assembly35. The user may then remove the connector58from the charge port assembly35.

FIGS. 6A and 6Billustrate a manual release system270according to another embodiment of this disclosure. The manual release system270may include a pull button90, a lever92, and a cable94that is connected at it opposite ends to both the pull button90and the lever92. In an embodiment, the pull button90is movably mounted relative to the housing74of the charge port assembly35. In another embodiment, the pull button90is movably mounted to a surface99of a wheel well96of the electrified vehicle12(seeFIG. 7).

The pull button90may be pulled outwardly in a direction D4away from the housing74(or the surface99of the wheel well96) between a first position B1and a second position B2(seeFIG. 6B). In the first position B1, the cable94is relaxed, and in the second position B2, the cable94is tensioned to a relatively taut condition. The second position B2of the pull button90, and the resulting position of the cable94, is shown in phantom inFIG. 6B.

Movement of the pull button90between the first and second positions B1, B2may rotate the lever92, which may be operatively connected to the actuator64, between a first position L1and a second position L2(seeFIG. 6B). Movement of the pull button90to the second position B2and the lever92to the second position L2moves the pin66of the lock62in the direction D2(seeFIG. 3) to unlock the connector58from the charge port assembly35. The user may then remove the connector58from the charge port assembly35. The pull button90, the lever92, and the cable94are shown using phantom lines inFIG. 6Bto schematically illustrate their actuated positions.

Referring now toFIG. 8, the manual release system270ofFIGS. 6A and 6Bmay additionally include a cover plate assembly98. The cover plate assembly98may selectively cover or otherwise conceal the pull button90to prevent unauthorized use of the manual release system270. The cover plate assembly98is shown mounted to the housing74of the charge port assembly35inFIG. 8. A similar cover plate assembly could be mounted to the surface99of the wheel well96for embodiments in which the pull button90is mounted to the surface99.

In an embodiment, the cover plate assembly98includes a base plate100and a cover plate102. The base plate100may be fixedly mounted to the housing74, and the cover plate102may be rotatably received by the base plate100. The cover plate102may include a key slot104configured to receive a vehicle key. The vehicle key may be inserted into the key slot104, and the cover plate102may then be moved to a rotated position that exposes the pull button90. The user may then access and actuate the pull button90through the key slot104in order to release the connector58from the charge port assembly35.

FIG. 9illustrates another a manual release system370according to another embodiment of this disclosure. The manual release system370may include a pull button108, a mounting bracket110, and a cable112that is connected between the pull button108and the actuator64of the charge port assembly35. The mounting bracket110may be mounted directly to a body panel114of the electrified vehicle12and may include an opening116or other feature for receiving and retaining the pull button108.

In embodiment, the body panel114establishes portions of an engine compartment118of the electrified vehicle12. Therefore, in this embodiment, the pull button108is packaged beneath a hood120(seeFIG. 2) of the electrified vehicle12. In an embodiment, the cable112may be routed through one or more openings115formed through the body panel114.

The pull button108may be accessed from within the engine compartment118when the hood120is open. The pull button108may be pulled outwardly in a direction away from the mounting bracket110. Pulling the pull button108applies tension on the cable112, thereby transitioning the cable112from a relaxed position to a taut position. The cable112may be operably connected to the actuator64such that the tension on the cable112is configured to manually override the locked position of the actuator64. For example, tensioning the cable112may result in moving the pin66of the lock62in the direction D2(seeFIG. 3) to unlock the connector58from the charge port assembly35. The user may then remove the connector58from the charge port assembly35.

FIG. 10illustrates a manual release system470according to yet another embodiment of this disclosure. The manual release system470may include a pull button122, a mounting bracket124, and a cable126that is connected between the pull button122and the actuator64of the charge port assembly35. The mounting bracket124may be mounted directly to a cooling system component128of the electrified vehicle12. In embodiment, the cooling system component128is a coolant tank that is mounted within an engine compartment118of the electrified vehicle12. Therefore, in this embodiment, the pull button122is packaged beneath a hood120(seeFIG. 2) of the electrified vehicle12.

The pull button122may be packaged at a forward location FL of the engine compartment118. In an embodiment, the forward location FL is displaced forward from a dash panel/firewall of the engine compartment118.

The pull button122may be accessed from within the engine compartment118when the hood120is open. The pull button122may be pulled outwardly in a direction away from the mounting bracket124. Pulling the pull button122applies tension on the cable126, thereby transitioning the cable126from a relaxed position to a taut position. The cable126may be operably connected to the actuator64such that the tension on the cable126overrides the locked position of the actuator64. For example, tensioning the cable126may result in moving the pin66of the lock62in the direction D2(seeFIG. 3) to unlock the connector58from the charge port assembly35. The user may then remove the connector58from the charge port assembly35.

FIG. 11illustrates a manual release system570according to yet another embodiment of this disclosure. The manual release system570may include a pull button130, a mounting bracket132, and a cable134that is connected between the pull button130and the actuator64of the charge port assembly35. The cable134may be operably connected to the actuator64through one or more levers or linkages.

In this embodiment, the charge port assembly35is mounted at a front side of a grille assembly136of the electrified vehicle12. The mounting bracket132may be mounted directly to an upper surface138of a grille support structure140. The grille support structure140is mounted within an engine compartment118of the electrified vehicle12. Therefore, in this embodiment, the pull button130is packaged beneath a hood120(seeFIG. 2) of the electrified vehicle12.

The pull button130may be packaged at a forward location FL of the engine compartment118. In an embodiment, the forward location FL is displaced forward from a dash panel/firewall of the engine compartment118.

The pull button130may be accessed from within the engine compartment118when the hood120is open. The pull button130may be pulled outwardly in a direction away from the mounting bracket132. Pulling the pull button130applies tension on the cable134, thereby transitioning the cable134from a relaxed position to a taut position. The cable134may be operably connected to the actuator64such that the tension on the cable134overrides the locked position of the actuator64. For example, tensioning the cable134may result in moving the pin66of the lock62in the direction D2(seeFIG. 3) to unlock the connector58from the charge port assembly35. The user may then remove the connector58from the charge port assembly35.

The charge port assemblies of this disclosure incorporate manual release systems for manually releasing a charge cord connector from the vehicle charge port assembly, such as during electrical signal faults or communication faults. The exemplary manual release systems of this disclosure provide relatively simple and cost effective solutions for releasing the change cord connector from a locked condition without requiring special tools.