JP6428139B2 - Electric car - Google Patents

Description

  The present invention relates to an electric vehicle equipped with an electrical equipment that receives power supply from a battery.

  An electric vehicle or a hybrid electric vehicle using a motor as a drive source is equipped with a battery, and electric power is supplied from the battery to electrical equipment such as a motor control device. Thus, since electric power is supplied to the electrical equipment from the battery, an interlock device may be mounted in order to prevent an electric shock of a worker who performs an operation on the electrical equipment, for example, a disassembly work. The interlock device is a device that prevents high-voltage power supply to the electrical equipment when it is detected that a predetermined operation is performed on the electrical equipment.

  For example, the following technology is known as an interlock device. That is, in a fuel cell vehicle, when the hood of the storage chamber containing the fuel cell unit is closed, the limit switch is in the on state. At this time, the controller holds the open / close contact closed, and various power consumptions from the fuel cell. When power is supplied to the parts, the limit switch is turned off when the hood is opened, and the controller opens the open / close contact accordingly, cutting off the power supply from the fuel cell to the various power-consuming parts. An interlock device is known (see Patent Document 1 below).

JP 2009-90685 A

  In the case of an electric vehicle of a type that requires a battery charging operation, the battery charging time may be longer, and other operations may be performed during this charging. For example, it is conceivable to open an engine hood and perform an operation on the electrical equipment stored in the engine room.

  By the way, during the battery charging operation, the electrical equipment and the interlock device in the electric vehicle are in the sleep mode. For this reason, since an interlock apparatus does not operate | move when work is performed with respect to an electrical equipment, the electric power supply from a battery to an electrical equipment cannot be stopped, and there exists a possibility that an operator may receive an electric shock.

  Here, since the interlock device described in Patent Document 1 uses a fuel cell as a power supply source, there is no need to perform charging work, and safety for workers during charging work such as an electric vehicle or a hybrid electric vehicle is ensured. There is no need to consider.

  The present invention has been made in view of the above circumstances, and an object of the present invention is to provide a hybrid vehicle capable of preventing an operator's electric shock when working on an electrical device during charging.

An electric vehicle according to the present invention includes a battery, an electrical device that receives a voltage supply from the battery, a storage unit that stores the electrical device, a hood open / close detection unit that detects opening and closing of the hood that covers the storage unit, and the battery is being charged A control unit for stopping power supply from the battery to the electrical equipment when the hood opening / closing detection means detects the opening of the hood, and an interlock device for detecting whether or not a predetermined operation has been performed on the electrical equipment The control unit sets the interlock device to a sleep mode when the battery is charged, and from the battery based on a detection result of the interlock device when the battery is not charged. Control to stop power supply to equipment.

  According to the electric vehicle configured as described above, it is possible to prevent a situation in which an operator receives an electric shock by touching the electrical equipment during charging.

Furthermore, the electric vehicle can prevent electric shock by an interlock device except during charging. During charging, the interlock device goes into sleep mode and stops operating, but even if the interlock device does not operate, the power supply to the electrical equipment can be stopped based on the opening and closing of the hood. It is possible to prevent a situation in which an operator receives an electric shock by touching the electrical equipment.

  Furthermore, the electrical equipment may be a motor inverter that controls a motor that drives an electric vehicle, and the storage portion may be an engine room that stores the motor inverter.

  If comprised in this way, when opening an engine room during charge and working with respect to a motor inverter, for example, when disassembling a motor inverter, the situation where an operator gets an electric shock can be prevented.

  According to the electric vehicle of the present invention, it is possible to prevent the operator from receiving an electric shock when working on the electrical equipment during charging.

It is a figure which shows an example of schematic structure of the hybrid electric vehicle at the time of the quick charge which concerns on embodiment of this invention. It is a figure which shows an example of the control structure of the electric power supply stop at the time of the quick charge which concerns on the embodiment. It is a figure for demonstrating the transition conditions which concern on the same embodiment. It is a schematic diagram which shows an example of control of the control part which concerns on the same embodiment. It is a flowchart which shows an example of control of the voltage supply stop which concerns on the embodiment. It is a figure which shows an example of schematic structure of the hybrid electric vehicle at the time of normal charge which concerns on the embodiment. It is a figure which shows an example of the control structure of the electric power supply stop at the time of the normal charge which concerns on the same embodiment. It is a figure which shows an example of schematic structure of the hybrid electric vehicle at the time of the quick charge and normal charge which concern on the embodiment. It is a figure which shows an example of the control structure of the electric power supply stop at the time of providing both the quick charge and the normal charge which concern on the embodiment.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the following embodiments, the electric vehicle of the present invention is described as applied to a hybrid electric vehicle using a motor and an internal combustion engine as a drive source. However, the present invention is also applicable to an electric vehicle using only a motor as a drive source. can do.

  FIG. 1 is a diagram illustrating an example of a schematic configuration of a hybrid electric vehicle (for example, a plug-in hybrid electric vehicle) 100 during rapid charging according to the present embodiment.

  As shown in FIG. 1, a hybrid electric vehicle 100 includes a PHEV-ECU (Plug-in Hybrid Electric Vehicle-Electric Control Unit, control unit) 11 and a BCU (body control unit) 12 that controls electrical equipment of the hybrid electric vehicle 100. A high voltage battery (battery) 13, a pair of front wheels 14 consisting of front wheels 14a, 14b, a pair of rear wheels 15 consisting of rear wheels 15a, 15b, a front motor 16, an internal combustion engine 17, and an internal combustion engine 17 The transmission mechanism 18 that transmits the driving force generated by the front motor 16 and the driving force generated by the front motor 16 to the pair of front wheels 14, the generator 19 that generates electric power based on the driving force generated by the internal combustion engine 17, and the operation of the front motor 16 FMCU 20 (Front Motor Control Unit) for controlling the operation, GCU 21 (Generator Control Unit) for controlling the operation of the generator 19, and An FPDU 22 (Front Power Drive Unit, motor inverter (electric equipment)) that receives power supply from the high-voltage battery 13, a rear motor 23, and an RMCU 24 (Rear Motor Control) that controls the rear motor 23, including a turlock switch (interlock device) SW 2. Unit), a transmission mechanism 25 that transmits the driving force generated by the rear motor 23 to the rear wheels, a charging port 26 that connects an external quick charger 26a (see FIG. 2), an FPDU 22 in the vehicle body, and the like. An auxiliary battery 27 that supplies electric power to the power source, a power control unit 29 that controls power switching based on ON / OFF of the IG switch, a contactor C1 that connects / separates the auxiliary battery 27 and the FPDU 22, and an engine room Engine hood opening / closing switch SW1 for detecting opening / closing of an engine hood (not shown) covering the ER And. In FIG. 1, the charger 26b for charging (ordinary charging) that performs charging using a household power source described later is omitted.

  The internal combustion engine 17, the generator 19, the FPDU 22, the front motor 16, and the engine hood opening / closing switch (hood opening / closing detection means) SW1 are housed in an engine room (housing section) EM. In the present embodiment, the engine hood opening / closing switch SW1 is set to be turned on when the engine hood (not shown) is opened and turned off when the engine hood is closed. The ON / OFF signal of the engine hood opening / closing switch SW1 is output to the PHEV-ECU 11 via the BCU 12.

  The high voltage battery 13 is a battery that supplies high voltage power to the FPDU 22. Further, the high voltage battery 13 includes quick charge contactors C2 and C3 and main contactors C4 and C5. The quick charge contactors C2 and C3 and the main contactors C4 and C4 are configured to be connected / separated based on a signal from the PHEV-ECU 11, respectively. FIG. 1 shows a state where the switches in the quick charge contactors C2 and C3 and the main contactors C4 and C5 are separated from each other.

  The interlock switch SW2 is a switch that detects whether or not processing (for example, disassembly of the FPDU 22) has been performed on the FPDU 22, for example. In the present embodiment, the interlock device SW2 is normally OFF, and is set to be ON when the disassembly of the FPDU 22 is detected. The signal of the interlock switch SW2 is output to the PHEV-ECU 11. Therefore, when the PHEV-ECU 11 detects the ON signal of the interlock switch SW2, the power supply from the high voltage battery 13 to the FPDU 22 is stopped. That is, the quick charge contactors C2 and C3 and the main contactors C4 and C5 are all controlled to be separated by the control of the PHEV-ECU 11.

  Further, the FPDU 22 including the interlock switch SW2 is set to be in the sleep mode when the high voltage battery 13 is rapidly charged. During the sleep mode, the FPDU 22 is in a state where many of the functions of the FPDU 22 stop operating. For this reason, in the sleep mode, the interlock switch SW2 is configured to stop operating.

  When charging the high-voltage battery 13, there are three cases: the above-described quick charging, the normal charging, and the quick charging and normal charging. In the case of performing normal charging and in the case of performing quick charging and normal charging, the FPDU 22 enters the sleep mode as in the case of quick charging. In addition, when performing quick charge, it demonstrates using FIG. 1 mentioned above and FIG. 2 mentioned later, and when performing normal charge, it mentions later using FIG.6 and FIG. This will be described later with reference to FIGS.

  Here, an example of a control configuration for stopping power supply during rapid charging will be described with reference to FIG.

  At the time of quick charging, the quick charger 26a is connected to the high voltage battery 13 through the charging port 26 (not shown in FIG. 2). Also. The PHEV-ECU 11 controls the quick charge contactors C2 and C3 and the main contactors C4 and C5 to be connected to each other.

  When the power supply is stopped, the PHEV-ECU 11 controls the quick charge contactors C2 and C3 and the main contactors C4 and C5 to be separated from each other. As a result, as shown in FIG. 2, the quick charge contactors C2 and C3 and the main contactors C4 and C5 are separated from each other, and the high voltage power supply from the high voltage battery 13 to the FPDU 22 is stopped.

  Returning to FIG. 1, the description of the hybrid electric vehicle 100 will be continued. The front motor 16 is driven by electric power supplied from the high voltage battery 13. When the front motor 16 is driven, the output shaft 16a of the front motor 16 rotates. The FMCU 20 is connected to the high voltage battery 13 and the front motor 16, respectively.

  The drive of the internal combustion engine 17 is controlled by an internal combustion engine control unit (not shown). Specifically, the internal combustion engine control unit controls the amount of fuel supplied into the combustion chamber of the internal combustion engine 17.

  The transmission mechanism 18 transmits the rotation of the output shaft 16 a of the front motor 16 and the rotation of the output shaft 17 a of the internal combustion engine 17 to the pair of front wheels 14. The transmission mechanism 18 includes an axle that connects the pair of front wheels 14, a differential gear provided on the axle, a clutch device 31, and the like.

  The clutch device 31 presses the clutch plate 31a that rotates integrally with the output shaft 16a of the front motor 16, the clutch plate 31b that rotates integrally with the output shaft 17a of the internal combustion engine 17, and the clutch plate 31a and the clutch plate 31b. The clutch plate drive part (illustration omitted) which makes the both clutch plates 31a and 31b rotate integrally, and the clutch plate drive part (illustration omitted) which mutually separates the clutch plates 31a and 31b from each other is provided. The clutch plate drive unit controls the operation of both clutch plates 31a and 31b based on an instruction from the PHEV-ECU 11.

  The clutch plate 31 b is provided in a transmission path that transmits the rotation of the output shaft 17 a of the internal combustion engine 17 to the pair of front wheels 14. For this reason, the rotation of the output shaft 17a of the internal combustion engine 17 is transmitted to the pair of front wheels 14 when the clutch plate 31b is in the connected state. On the other hand, when the clutch plate 31b is not connected, the rotation of the output shaft 17a of the internal combustion engine 17 is not transmitted to the pair of front wheels 14. The rotation of the output shaft 16a of the front motor 16 is transmitted to the pair of front wheels 14 regardless of whether the clutch plate 31a is connected or not.

  An input shaft 19 a of the generator 19 is connected to an output shaft 17 a of the internal combustion engine 17. When the internal combustion engine 17 is driven and the output shaft 17a rotates, the rotation of the output shaft 17a is transmitted to the input shaft 19a of the generator 19, and the input shaft 19a rotates. When the input shaft 19a rotates, the rotor (not shown) in the generator 19 rotates, and the generator 19 generates power.

  The generator 19 is connected to the GCU 21. The electric power generated by the generator 19 is supplied to the high voltage battery 13 by the GCU 21.

  The rear motor 23 is driven by electric power supplied from the high voltage battery 13. When the rear motor 23 is driven, the output shaft 23a of the rear motor 23 rotates. The RMCU 24 is connected to the high voltage battery 13 and the rear motor 23, respectively.

  The transmission mechanism 25 transmits the rotation of the output shaft 23 a of the rear motor 23 to the pair of rear wheels 15. The transmission mechanism 25 has an axle that connects the pair of rear wheels 15.

  Next, conditions (case 1 to case 6) for transition of the operation mode of the hybrid electric vehicle 100 will be described. FIG. 3 is a diagram for explaining the transition condition T1 of the hybrid electric vehicle 100. In FIG.

  As shown in FIG. 3, the state of the interlock switch SW2 (open, close), the state of the operation mode (running mode, charging mode), the state of the IG switch (ON, OFF), the state of the engine hood (open, close) Accordingly, transition conditions from case 1 to case 6 are set.

  The state of the interlock switch SW2 is “open” when work is performed on the FPDU 22, that is, when the PHEV-ECU 11 receives an ON signal from the interlock switch SW2, and the work is not performed. In other words, when the PHEV-ECU 11 receives an OFF signal from the interlock switch SW2, “close” is set. The state of the engine hood is “open” when the engine hood is opened, that is, when the PHEV-ECU 11 receives an ON signal from the engine hood opening / closing switch SW1 via the BCU 12, and is closed. That is, when the PHEV-ECU 11 receives an OFF signal from the engine hood opening / closing switch SW1 via the BCU 12, “close” is set.

  FIG. 4 is a schematic diagram D1 showing an example of a method in which the PHEV-ECU 11 acquires the state of the interlock switch SW2, the state of the operation mode, the state of the IG switch, and the state of the engine hood.

  As shown in FIG. 4, the PHEV-ECU 11 receives a signal indicating the open / close state of the engine hood from the engine hood open / close switch SW1 via the BCU 12, and receives the state of the IG switch from the electronic control unit 29 that performs control of power switching and the like. , Information indicating the state of the interlock switch SW2 is received from the FPDU 22, and the charging state is received from the charger 26b instructing the operation mode. The PHEV-ECU 11 determines the above-described transition condition based on information received from the BCU 12, the electronic control unit 29, the FPDU 22, and the charger 26b.

  The PHEV-ECU 11 sends a warning message to the meter (M1) in the passenger compartment when the predetermined condition is satisfied based on the information received from the BCU 12, the electronic control unit 29, the FPDU 22, and the charger 26b. Displayed for the driver. For example, a warning message “The engine hood is open and charging has stopped” is displayed on the meter M1.

  Here, returning to FIG. 3, the transition condition will be described in detail. In FIG. 3, an item for which “−” is set indicates that the condition is not relevant.

  The transition condition of case 1 is when the state of the interlock switch SW2 is “open”, the operation mode is “travel mode”, the state of the IG switch is “ON”, and the state of the engine hood is “close”. . That is, when the interlock switch SW2 is in the “open” state during traveling, the operation mode transitions from the traveling mode to the high voltage end mode. Here, the high voltage end mode refers to a mode in which high voltage power supply from the high voltage battery 13 to the FPDU 22 is ended (power supply is stopped) (hereinafter also refer to FIG. 2).

  The transition condition of case 2 is when the state of the interlock switch SW2 is “open”, the operation mode is “charge mode”, the state of the IG switch is “ON”, and the state of the engine hood is “close”. . That is, since the sleep mode is set during charging, the interlock switch SW2 does not operate in principle. However, since the IG switch is “ON”, power is supplied from the auxiliary battery 27 to the FPDU 22. By utilizing the power supplied from the auxiliary battery 27, the interlock switch SW2 can be operated even in the sleep mode. As described above, in the condition of the present case 2, the state that the interlock switch SW2 is “open” is preferentially determined over the state “close” of the engine hood, and the operation mode is changed from the charge mode to the high voltage. Transition to end mode.

  The transition condition of case 3 is when the state of the interlock switch SW2 is “−”, the operation mode is “charge mode”, the state of the IG switch is “OFF”, and the state of the engine hood is “open”. . In other words, since the battery is being charged, the interlock switch SW2 does not operate, and since the IG switch is also OFF, power is not supplied from the auxiliary battery 27 and thus does not operate. However, when the engine hood is opened, the operation mode can be changed from the charge mode to the high voltage end mode.

  The transition condition of case 4 is when the state of the interlock switch SW2 is “close”, the operation mode is “charge mode”, the state of the IG switch is “ON”, and the state of the engine hood is “open”. . That is, since the battery is being charged, the interlock switch SW2 does not operate. However, since the IG switch is “ON”, power is supplied from the auxiliary battery 27 to the FPDU 22. The interlock switch SW2 operates by using the power supplied from the auxiliary battery 27. Thus, the state of “close” of the interlock switch SW2 is preferentially determined over the state of “open” of the engine hood, and the operation mode is changed from the charge mode to the charge mode. In other words, in the transition condition of Case 4, the operation mode is maintained as the charge mode.

  The transition condition of case 5 is when the state of the interlock switch SW2 is “−”, the operation mode is “charge mode”, the state of the IG switch is “OFF”, and the state of the engine hood is “close”. . That is, since the charging is being performed and the IG switch is “OFF”, the interlock switch SW2 does not operate. The engine hood is also “close”. For this reason, the operation mode is changed from the charge mode to the charge mode. In other words, in the transition condition of Case 5, the operation mode is maintained as the charge mode.

  The transition condition of case 6 defines a condition other than the transition conditions listed in case 1 to case 5. Under such a transition condition, the operation mode is changed from the other operation mode to the charging mode.

  Next, transition control for changing the operation mode, which is executed by the PHEV-ECU 11 based on the above-described transition conditions, will be described. FIG. 5 is a flowchart illustrating an example of transition control executed by the PHEV-ECU 11.

  First, PHEV-ECU 11 determines whether or not the operation mode of hybrid electric vehicle 100 is the travel mode (ST101). When it is determined that the travel mode is not set (ST101: NO), PHEV-ECU 11 determines whether or not the state of the IG switch is OFF (ST102).

  When it is determined that the state of the IG switch is OFF (ST102: YES), the PHEV-ECU 11 determines whether or not the FPDU 22 is in sleep (sleep mode) (ST103). For example, this determination is made based on whether or not hybrid electric vehicle 100 is being charged.

  When it is determined that the FPDU 22 is in the sleep mode (ST103: YES), the PHEV-ECU 11 determines whether the operation mode of the hybrid electric vehicle 100 is the charge mode (ST104).

  If it is determined that the charging mode is selected (ST104: YES), PHEV-ECU 11 determines whether the state of the engine hood is “open” (ST105). This determination is made based on the state of the engine hood.

  When it is determined that the state of the engine hood is “open” (ST105: YES), PHEV-ECU 11 changes the operation mode of hybrid electric vehicle 100 from the charging mode to the high voltage end mode (ST106). This process flow shows the transition of the operation mode based on the transition condition of case 3 described above.

  If it is determined in step ST104 that the operation mode is not charging (ST104: NO), or if it is determined in step ST105 that the engine hood is not “open” (ST105: NO), the process returns to step ST101. The process described above is repeated.

  On the other hand, if it is determined in step ST101 that the operation mode is the travel mode (ST101: YES), if it is determined in step ST102 that the state of the IG switch is not OFF (ST102: NO), or the FPDU 22 is sleeping in step ST103. If not (ST103: NO), the PHEV-ECU 11 determines whether or not the FPDU 22 has been disassembled (ST107). This determination is made based on the state of the interlock switch SW2.

  If it is determined that the FPDU 22 has not been disassembled (ST107: NO), the process returns to step ST101, and the above-described processes are repeated. When it is determined that the FPDU 22 has been disassembled (ST107: YES), the PHEV-ECU 11 shifts the operation mode of the hybrid electric vehicle 100 from the charge mode to the high voltage end mode (ST106). As described above, the transition control of the hybrid electric vehicle 100 is performed.

  FIG. 6 is a diagram for explaining an example of a schematic configuration of the hybrid electric vehicle 100 during normal charging, and FIG. 7 is a diagram for explaining an example of a control configuration for stopping power supply during normal charging. . What is different from the case of rapid charging (see: FIGS. 1 and 2) is that the high voltage battery 13 is charged by using a charger 26b mounted on the hybrid electric vehicle 100 during normal charging. Is a point.

  As shown in FIG. 6, during normal charging, power is supplied from the charger 26b to the high voltage battery 13. Further, the contactor C6 is configured to connect / separate the auxiliary battery 27 and the charger 26b based on the control of the PHEV-ECU 11.

  During normal charging, the PHEV-ECU 11 controls the main contactors C4 and C5 to be connected to each other. When the power supply is stopped, the PHEV-ECU 11 controls the quick charge contactors C2 and C3 and the main contactors C4 and C5 to be separated from each other. As a result, as shown in FIG. 7, the main contactors C4 and C5 are separated from each other, and the high voltage power supply from the high voltage battery 13 to the FPDU 22 is stopped.

  Thus, the hybrid electric vehicle 100 is configured to be able to stop the power supply from the high voltage battery 13 to the FPDU 22 during normal charging as well as during rapid charging.

  Further, FIG. 8 is a diagram showing an example of a schematic configuration of the hybrid electric vehicle 100 equipped with both normal charging and rapid charging, and FIG. 9 is an example of a control configuration for stopping power supply when both of them are equipped. It is a figure for demonstrating.

  According to the hybrid electric vehicle 100 configured as described above, the engine hood opening / closing switch SW1 that detects opening / closing of the engine hood during charging (rapid charging, normal charging) of the high-voltage battery 13 causes the engine hood in the engine room ER to When the opening is detected, the PHEV-ECU 11 can stop the power supply from the high voltage battery 13 to the FPDU 22 by changing the operation mode from the charge mode to the high voltage end mode.

  For this reason, when performing work such as disassembling the FPDU 22 while the hybrid electric vehicle 100 is being charged, it is possible to prevent the operator from receiving an electric shock.

  Further, when the high voltage battery 13 is charged, the PHEV-ECU 11 sets the interlock switch SW2 to the sleep mode and stops power supply from the high voltage battery 13 to the FPDU 22 based on the detection result of the engine hood opening / closing switch SW1. When the control is performed and the high voltage battery 13 is not charged, the power supply from the high voltage battery 13 to the FPDU 22 can be stopped based on the detection result of the interlock switch SW2.

  Thereby, an electric shock of the operator can be prevented by the interlock switch SW2 except during charging. During charging, the interlock switch SW2 enters the sleep mode. Even when the interlock switch SW2 enters the sleep mode, the high-voltage power supply to the FPDU 22 can be stopped based on the opening / closing of the engine hood. Therefore, it is possible to prevent a situation in which an operator receives an electric shock by touching the FPDU 22 during charging.

  In the above embodiment, the case where the electrical equipment of the present invention is applied to the FPDU 22 has been described. However, the present invention is not limited to this, and the present invention is applied to electrical equipment stored in the engine room ER. Is possible. As an example, when an in-vehicle charger that charges a battery with electric power supplied from the outside through a charging port is housed in an engine room, the present invention can be applied to the charger in the engine room.

  Further, in the above embodiment, the case where the present invention is applied to a hybrid electric vehicle having a motor and an internal combustion engine as a drive source has been described. However, in the case where the present invention is applied to an electric vehicle having only a motor as a drive source, Is not installed. Therefore, the electrical equipment is stored in a storage room (storage unit) corresponding to the engine room.

The present invention is not limited to the above-described embodiments as they are, and can be embodied by modifying the constituent elements without departing from the scope of the invention in the implementation stage. Various inventions can be formed by appropriately combining a plurality of constituent elements disclosed in the above-described embodiments. For example, you may delete some components from all the components shown by embodiment mentioned above. Furthermore, you may combine the structure of different embodiment.
Hereinafter, the invention described in the scope of claims of the present application will be appended.
(1) An electric vehicle, a battery, an electrical device that receives voltage supply from the battery, a storage unit that stores the electrical device, and a hood open / close detection unit that detects opening and closing of a hood that covers the storage unit; An electric vehicle comprising: a control unit that stops power supply from the battery to the electrical equipment when the hood opening / closing detection unit detects opening of the hood during charging of the battery.
(2) It further includes an interlock device that detects whether or not a predetermined operation has been performed on the electrical equipment, and the control unit sets the interlock device to a sleep mode when the battery is charged, (1) The electric vehicle according to (1), wherein control is performed to stop power supply from the battery to the electrical equipment based on a detection result of the interlock device at times other than charging.
(3) The electrical equipment is a motor inverter that controls a motor that drives the electric vehicle, and the storage unit is an engine room that stores the motor inverter.
(1) or (2) electric vehicle characterized by the above-mentioned.

DESCRIPTION OF SYMBOLS 11 ... HV-ECU, 12 ... BCU, 13 ... High voltage battery, battery, 14 (14a, 14b) ... A pair of front wheels, 15 (15a, 15b) ... A pair of rear wheels, 16 ... Front motor, 17 ... Internal combustion engine , 18, 25 ... transmission mechanism, 19 ... generator, 20 ... FMCU, 21 ... GCU, 22 ... FPDU (electric equipment, motor inverter), 23 ... rear motor, 24 ... RMCU, 26 ... charging port, 26a ... quick charger, 26b ... Charger, 27 ... Auxiliary battery, 29 ... Electronic control unit, 100 ... Hybrid electric vehicle, C1 ... Contactor, C2, C3 ... Quick charge contactor, C4, C5 ... Main contactor, C6 ... Contactor, ER ... Engine room (Storage part), SW1 ... engine hood open / close switch (hood open / close detection means), SW2 ... interlock switch (Interlocking device)

Claims (2)

An electric car,
Battery,
Electrical equipment receiving voltage supply from the battery;
A storage section for storing the electrical equipment;
Hood opening / closing detection means for detecting opening / closing of the hood covering the storage unit;
A control unit that stops power supply from the battery to the electrical equipment when the hood opening / closing detection means detects the opening of the hood during charging of the battery;
An interlock device that detects whether or not a predetermined operation has been performed on the electrical equipment,
The controller is
When charging the battery, the interlock device is set to sleep mode,
When the battery is not charged, control is performed to stop power supply from the battery to the electrical equipment based on the detection result of the interlock device.
An electric vehicle characterized by that. The electrical equipment is a motor inverter that controls a motor that drives the electric vehicle,
The storage portion is an engine room that stores the motor inverter.
The electric vehicle according to claim 1 .

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