JPH09154236A - Power supply unit for electric car - Google Patents
Power supply unit for electric carInfo
- Publication number
- JPH09154236A JPH09154236A JP7333934A JP33393495A JPH09154236A JP H09154236 A JPH09154236 A JP H09154236A JP 7333934 A JP7333934 A JP 7333934A JP 33393495 A JP33393495 A JP 33393495A JP H09154236 A JPH09154236 A JP H09154236A
- Authority
- JP
- Japan
- Prior art keywords
- relay
- turned
- terminal cover
- charging terminal
- key switch
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Pending
Links
Classifications
-
- 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
- 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
-
- 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
- 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
-
- 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
- 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
- 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
-
- 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
- B60L2240/00—Control parameters of input or output; Target parameters
- B60L2240/10—Vehicle control parameters
- B60L2240/12—Speed
-
- 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
- B60L2240/00—Control parameters of input or output; Target parameters
- B60L2240/40—Drive Train control parameters
- B60L2240/54—Drive Train control parameters related to batteries
- B60L2240/547—Voltage
-
- 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
- B60L2240/00—Control parameters of input or output; Target parameters
- B60L2240/40—Drive Train control parameters
- B60L2240/54—Drive Train control parameters related to batteries
- B60L2240/549—Current
-
- 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
- B60L2270/00—Problem solutions or means not otherwise provided for
- B60L2270/10—Emission reduction
- B60L2270/14—Emission reduction of noise
- B60L2270/145—Structure borne vibrations
-
- 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
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/70—Energy storage systems for electromobility, e.g. batteries
-
- 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
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
-
- 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
- Y02T90/12—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
- 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
- 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)
- Charge And Discharge Circuits For Batteries Or The Like (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
Abstract
Description
【０００１】[0001]
【発明の属する技術分野】本発明は、電気自動車におい
て、駆動用モータや他の機器に給電するための電気自動
車用電源装置に関するものである。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a power supply device for an electric vehicle for supplying electric power to a drive motor and other devices in the electric vehicle.
【０００２】[0002]
【従来の技術】電気自動車においては、主電源として、
駆動用モータを駆動するに足る高電圧，大容量を有する
バッテリが搭載されており、これから、駆動用モータの
駆動を制御する駆動用モータ制御装置や、種々の補機系
機器に給電される。給電はメインリレーを介して行わ
れ、メインリレーのオン（即ち、給電開始）は、キース
イッチからの起動信号によって行われる。2. Description of the Related Art In an electric vehicle, as a main power source,
A battery having a high voltage and a large capacity sufficient to drive the drive motor is installed, and from this, power is supplied to the drive motor control device for controlling the drive of the drive motor and various auxiliary equipment devices. Power is supplied through the main relay, and the main relay is turned on (that is, power supply is started) by a start signal from the key switch.
【０００３】走行するにつれ、電気自動車のバッテリは
消耗するから、電気自動車の基地には充電装置が設けら
れ、商用電源により充電される。充電は、充電装置から
延びる充電ケーブルを、電気自動車のコネクタに接続す
ることによって行われる。充電装置からの電圧は、バッ
テリの公称電圧よりやや高くしてある。充電ケーブルは
絶えず作業員が取り扱うものであるし、それで供給する
電圧も比較的高いので、しっかりした絶縁が施される。
また、地面に落とされたりするので、機械的にも強固に
作られている。As the battery of an electric vehicle is consumed as it travels, a charging device is provided at the base of the electric vehicle and is charged by a commercial power source. Charging is performed by connecting a charging cable extending from the charging device to a connector of the electric vehicle. The voltage from the charger is slightly higher than the nominal voltage of the battery. The charging cable is always handled by the operator and the voltage supplied by it is relatively high, so that it is well insulated.
Also, it is dropped on the ground, so it's mechanically strong.
【０００４】充電中は、電気自動車を停止させておかな
ければならないから、当然のことながらキースイッチを
オンしてはいけないことになっている。しかしながら、
誤ってキースイッチに触れてしまうことがある。その場
合には充電ケーブルが接続されたまま電気自動車が発進
してしまうことがあるので、基地側の充電装置，充電ケ
ーブルを破壊したり、あるいは車両側のコネクタ等を破
壊したりするなど、甚大な損害をこうむることになる。Since the electric vehicle must be stopped during charging, the key switch must not be turned on as a matter of course. However,
You may accidentally touch the key switch. In that case, the electric vehicle may start with the charging cable connected, so the charging device and charging cable on the base side may be destroyed, or the connector etc. on the vehicle side may be destroyed. Will incur significant damage.
【０００５】そこで、電気自動車側のコネクタの充電端
子カバーの開閉に応動して動作する充電端子カバースイ
ッチを設け、充電端子カバーを開けて充電している間
は、いくらキースイッチをオンしたとしても、バッテリ
から各負荷への給電は阻止されるようにしたものが考え
られている。Therefore, a charging terminal cover switch that operates in response to opening and closing of the charging terminal cover of the connector on the electric vehicle side is provided, and no matter how much the key switch is turned on while the charging terminal cover is opened and charging is performed. It is considered that the power supply from the battery to each load is blocked.
【０００６】図２は、そのような従来の電気自動車用電
源装置を示す図である。図２において、Ａは電気自動車
用電源装置、１は商用電源、２は充電装置、３は充電ケ
ーブル、４−１，４−２はコネクタ、５は充電端子カバ
ースイッチ、６はダイオード、７は主バッテリ、８はメ
インリレー、８−１はメインリレーコイル、８−２はメ
インリレー接点、９は駆動用モータ制御装置、１０は駆
動用モータ、１１はキースイッチ、１２は副バッテリ、
１３は補機系機器である。FIG. 2 is a diagram showing such a conventional power supply device for an electric vehicle. In FIG. 2, A is a power supply device for an electric vehicle, 1 is a commercial power supply, 2 is a charging device, 3 is a charging cable, 4-1 and 4-2 are connectors, 5 is a charging terminal cover switch, 6 is a diode, and 7 is Main battery, 8 is main relay, 8-1 is main relay coil, 8-2 is main relay contact, 9 is drive motor control device, 10 is drive motor, 11 is key switch, 12 is sub battery,
Reference numeral 13 is an auxiliary equipment.
【０００７】充電端子カバースイッチ５は、電気自動車
側のコネクタ４−２の充電端子カバー（図示せず）が閉
じられているとオンし、開かれるとオフするスイッチで
あり、キースイッチ１１とメインリレーコイル８−１と
の間に接続されている。充電端子カバーは充電する時以
外は閉じられているから、充電端子カバースイッチ５
は、通常はオンとなっている。The charging terminal cover switch 5 is a switch which is turned on when the charging terminal cover (not shown) of the connector 4-2 on the electric vehicle side is closed, and is turned off when the charging terminal cover is opened. It is connected to the relay coil 8-1. The charging terminal cover is closed except when charging, so charging terminal cover switch 5
Is normally on.
【０００８】商用電源１，充電装置２，充電ケーブル３
および充電ケーブル３側のコネクタ４−１は、電気自動
車の基地に設けられている。主バッテリ７を充電する時
には、電気自動車のコネクタ４−２の充電端子カバーを
開き（従って、充電端子カバースイッチ５がオフ）、充
電ケーブル３の先端に付いているコネクタ４−１を接続
する。ダイオード６は、主バッテリ７からの逆流を防止
するために接続されている。Commercial power supply 1, charging device 2, charging cable 3
And the connector 4-1 on the charging cable 3 side is provided at the base of the electric vehicle. When charging the main battery 7, the charging terminal cover of the connector 4-2 of the electric vehicle is opened (hence, the charging terminal cover switch 5 is turned off), and the connector 4-1 attached to the tip of the charging cable 3 is connected. The diode 6 is connected to prevent backflow from the main battery 7.
【０００９】主バッテリ７は、電気自動車の駆動用モー
タ１０を駆動するに足る高電圧（例、３００Ｖ），大容
量を有する電源である。主バッテリ７は、メインリレー
８を介して、駆動用モータ制御装置９や補機系機器１３
に、それぞれ接続される。駆動用モータ制御装置９に
は、ドライバーの運転操作信号や車速等の車両信号が入
力され、これらに基づいて、駆動用モータ１０の回転，
停止等が制御される。なお、ドライバーの運転操作信号
としては、例えば、アクセルペダルセンサからのアクセ
ル信号とか、セレクタスイッチからのセレクタ信号とか
がある。The main battery 7 is a power source having a high voltage (eg, 300 V) and a large capacity enough to drive the drive motor 10 of the electric vehicle. The main battery 7 is connected via the main relay 8 to the drive motor control device 9 and the auxiliary equipment 13
, Respectively. The driving motor control device 9 receives a vehicle operation signal such as a driver's driving operation signal and a vehicle speed. Based on these signals, the driving motor 10 rotates,
Stop etc. is controlled. The driver's driving operation signal may be, for example, an accelerator signal from an accelerator pedal sensor or a selector signal from a selector switch.
【００１０】副バッテリ１２は、メインリレー８を動作
させたり、主バッテリ７の電圧よりも低電圧（例、１２
Ｖ）の車載電気負荷を動作させたりするためのバッテリ
である。The sub-battery 12 operates the main relay 8 and has a voltage lower than the voltage of the main battery 7 (for example, 12
V) is a battery for operating the in-vehicle electric load.
【００１１】次に、充電する時からの動作を、順を追っ
て説明する。 （１）充電する時 電気自動車側のコネクタ４−２の充電端子カバーを開
き、充電ケーブル３の先端に付いているコネクタ４−１
を、コネクタ４−２に接続する。充電は、ダイオード６
を経て行われる。充電端子カバーが開かれることにより
充電端子カバースイッチ５がオフとされるから、充電中
に誤ってキースイッチ１１をオンにしたとしても、メイ
ンリレー８に起動信号が送られることがない。従って、
電気自動車が発進することはなく、コネクタ４−１，４
−２や充電装置２等を破壊することがない。Next, the operation from the time of charging will be described step by step. (1) At the time of charging Open the charging terminal cover of the connector 4-2 on the electric vehicle side, and connect the connector 4-1 to the end of the charging cable 3.
Is connected to the connector 4-2. Charge the diode 6
It is done through. Since the charging terminal cover switch 5 is turned off by opening the charging terminal cover, even if the key switch 11 is accidentally turned on during charging, the start signal is not sent to the main relay 8. Therefore,
The electric vehicle never starts, and the connectors 4-1 and 4
-2 and the charging device 2 are not destroyed.
【００１２】（２）充電を終了した時 コネクタ４−１をコネクタ４−２から引き外し、コネク
タ４−２の充電端子カバーが閉じられる。そのため、充
電端子カバースイッチ５がオンとなる。(2) When charging is completed, the connector 4-1 is pulled out from the connector 4-2, and the charging terminal cover of the connector 4-2 is closed. Therefore, the charging terminal cover switch 5 is turned on.
【００１３】（３）充電終了後、キースイッチ１１をオ
ンした時 充電端子カバースイッチ５はオンとなっているので、キ
ースイッチ１１をオンすると、メインリレー８および駆
動用モータ制御装置９等へ起動信号が入力される。即
ち、メインリレー８に対しては、副バッテリ１２→キー
スイッチ１１→充電端子カバースイッチ５→メインリレ
ーコイル８−１→アースという経路で電流が流れるの
で、メインリレー接点８−２がオンし、主バッテリ７か
らの給電が開始される。従って、駆動用モータ１０も、
ドライバーの運転操作（アクセル操作等）に応じて、駆
動用モータ制御装置９によって制御される。(3) When the key switch 11 is turned on after the charging is finished. Since the charging terminal cover switch 5 is turned on, when the key switch 11 is turned on, the main relay 8 and the drive motor control device 9 are activated. A signal is input. That is, since a current flows to the main relay 8 in the route of the sub battery 12, the key switch 11, the charging terminal cover switch 5, the main relay coil 8-1, and the ground, the main relay contact 8-2 is turned on, Power supply from the main battery 7 is started. Therefore, the drive motor 10 also
The driving motor control device 9 controls the driving operation (accelerator operation, etc.) of the driver.
【００１４】（４）キースイッチ１１をオフした時 メインリレーコイル８−１への通電が停止され、メイン
リレー接点８−２はオフとなる。そのため、駆動用モー
タ制御装置９および補機系機器１３への給電は停止され
る（従って、駆動用モータ１０等も停止する）。(4) When the key switch 11 is turned off, the power supply to the main relay coil 8-1 is stopped and the main relay contact 8-2 is turned off. Therefore, power supply to the drive motor control device 9 and the auxiliary equipment 13 is stopped (thus, the drive motor 10 and the like are also stopped).
【００１５】なお、前記のような電気自動車用電源装置
に関する従来の文献としては、例えば、実開昭63−5880
2 号公報等がある。As a conventional document relating to the power supply device for an electric vehicle as described above, for example, Japanese Utility Model Laid-Open No. 63-5880.
There are publications such as No. 2.
【００１６】[0016]
【発明が解決しようとする課題】前記した従来の電気自
動車用電源装置には、次のような問題点があった。第１
の問題点は、充電中に誤ってキースイッチ１１をオンし
た場合、オフに戻しておくのを忘れると、充電を終了し
て充電端子カバーを閉じた瞬間、充電端子カバースイッ
チ５がオンするので、メインリレー８がオンされて給電
が開始されてしまうという点である。これでは、ドライ
バーが意図しないのに突然給電されるので危険であると
共に、突入電流によりメインリレー接点を傷める恐れが
ある。The above-mentioned conventional power supply device for an electric vehicle has the following problems. First
The problem is that if the key switch 11 is accidentally turned on during charging and you forget to turn it off again, the charging terminal cover switch 5 will turn on at the moment you finish charging and close the charging terminal cover. That is, the main relay 8 is turned on and power supply is started. This is dangerous because the driver suddenly powers up unintentionally, and inrush current may damage the main relay contacts.
【００１７】第２の問題点は、走行する時には充電端子
カバーを閉めて走行するから、充電端子カバースイッチ
５はオンのままである筈であるが、充電端子カバーの立
て付けが悪い場合、走行の振動で時々オフになり、メイ
ンリレー８も時々オフになってしまうという点である。
これでは、各機器が正常に動作出来ない。本発明は、以
上のような問題点を解決することを課題とするものであ
る。A second problem is that the charging terminal cover is closed when the vehicle travels, so the charging terminal cover switch 5 should remain on. However, if the charging terminal cover is not properly set up, the vehicle travels. The vibration sometimes turns off, and the main relay 8 sometimes turns off.
With this, each device cannot operate normally. An object of the present invention is to solve the above problems.
【００１８】[0018]
【課題を解決するための手段】前記課題を解決するた
め、本発明の電気自動車用電源装置では、メインリレー
を経て電気自動車の負荷へ給電するバッテリと、該バッ
テリを外部電源により充電するためのコネクタと、該コ
ネクタの充電端子カバーの開閉に応動する充電端子カバ
ースイッチと、前記メインリレーをオンする電流をキー
スイッチから導く経路中に接続されたリレー手段であっ
て、前記充電端子カバーが閉じられた後、前記キースイ
ッチがオンされた時のみ前記メインリレーをオンし、前
記キースイッチがオフされた時のみ前記メインリレーを
オンからオフにするリレー手段とを具えることとした。In order to solve the above problems, in a power supply device for an electric vehicle according to the present invention, a battery for supplying power to a load of the electric vehicle through a main relay and a battery for charging the battery with an external power source. A connector, a charging terminal cover switch that responds to opening and closing of the charging terminal cover of the connector, and relay means connected in a path for guiding a current for turning on the main relay from a key switch, the charging terminal cover being closed. After that, the relay means is configured to turn on the main relay only when the key switch is turned on and to turn the main relay from on to off only when the key switch is turned off.
【００１９】また、メインリレーを経て電気自動車の負
荷へ給電するバッテリと、該バッテリを外部電源により
充電するためのコネクタと、該コネクタの充電端子カバ
ーの開閉に応動する充電端子カバースイッチと、前記メ
インリレーをオンする電流をキースイッチから導く経路
中に直列接続された第１リレーおよび第２リレーとを具
え、該第１リレーは、前記充電端子カバースイッチが充
電端子カバー開の動作状態となり且つ前記キースイッチ
がオンされている時に付勢され、前記キースイッチから
の電流の通流を遮断する接点状態となり、それを自己保
持する接続構成とし、前記第２リレーは、前記充電端子
カバースイッチが充電端子カバー閉の動作状態となり且
つ前記キースイッチがオンされている時に付勢され、前
記キースイッチからの電流の通流を許容する接点状態と
なり、それを自己保持する接続構成とすることにより、
前記充電端子カバーが閉じられた後、前記キースイッチ
がオンされた時のみ前記メインリレーをオンし、前記キ
ースイッチがオフされた時のみ前記メインリレーをオン
からオフにすることとしてもよい。Also, a battery for supplying power to the load of the electric vehicle through the main relay, a connector for charging the battery with an external power source, a charging terminal cover switch for responding to opening and closing of the charging terminal cover of the connector, A first relay and a second relay connected in series in a path for guiding a current for turning on the main relay from the key switch, wherein the first relay is in an operation state in which the charging terminal cover switch is in an opening state of the charging terminal cover, and When the key switch is turned on, a contact state is created in which the current is cut off from the key switch, and the contact configuration is maintained so that the second relay has the charging terminal cover switch. When the charging terminal cover is in the operating state and the key switch is turned on, it is energized. Will contact state to permit flow of current, by a connection structure for self-holding it,
After the charging terminal cover is closed, the main relay may be turned on only when the key switch is turned on, and the main relay may be turned off only when the key switch is turned off.
【００２０】（解決する動作の概要）バッテリを外部電
源から充電するためのコネクタの充電端子カバーの開閉
に応動する充電端子カバースイッチを有し、バッテリか
らメインリレーを経て負荷への給電を行う電気自動車用
電源装置において、メインリレーをオンするための電流
をキースイッチから導く経路中に、リレー手段を設け
る。(Outline of Operation to Be Solved) Electricity having a charging terminal cover switch which responds to opening and closing of a charging terminal cover of a connector for charging a battery from an external power source, and which supplies electric power to a load from the battery via a main relay. In an automobile power supply device, a relay means is provided in a path for guiding a current for turning on a main relay from a key switch.
【００２１】そして、このリレー手段を、充電端子カバ
ーが閉じられた後、前記キースイッチがオンされた時の
み、前記メインリレーをオンする電流を導き、前記キー
スイッチがオフされた時のみ、オンとなっている前記メ
インリレーをオフにするよう接続構成する。このような
リレー手段を設けることにより、充電中に誤ってキース
イッチをオンしたまま、充電端子カバーを閉じてもメイ
ンリレーはオンしないし、走行中に振動で充電端子カバ
ーが開いても、メインリレーはオフにされることはな
い。The relay means is supplied with a current for turning on the main relay only when the key switch is turned on after the charging terminal cover is closed, and is turned on only when the key switch is turned off. The main relay is set to OFF so as to be turned off. By providing such a relay means, even if the key switch is accidentally turned on during charging and the charging terminal cover is closed, the main relay does not turn on, and even if the charging terminal cover opens due to vibration during traveling, the main The relay is never turned off.
【００２２】[0022]
【発明の実施の形態】以下、本発明の実施形態を図面に
基づいて詳細に説明する。図１は、本発明の電気自動車
用電源装置を示す図である。符号は図２のものに対応
し、５Ａは充電端子カバースイッチ、５Ａ−１はスイッ
チ可動接点、５Ａａ，５Ａｂ，５Ａｃは端子、１４は第
１リレー、１４−１は第１リレーコイル、１４−２は第
１リレー接点、１４ａ，１４ｂ，１４ｃは端子、１５は
第２リレー、１５−１は第２リレーコイル、１５−２は
常閉接点、１５−３は常開接点、１６はダイオードであ
る。図２と同じ符号のものは、同じ構成を有し、同様に
動作するので、それらの説明は省略する。Embodiments of the present invention will be described below in detail with reference to the drawings. FIG. 1 is a diagram showing a power supply device for an electric vehicle according to the present invention. Reference numerals correspond to those of FIG. 2, 5A is a charging terminal cover switch, 5A-1 is a switch movable contact, 5Aa, 5Ab and 5Ac are terminals, 14 is a first relay, 14-1 is a first relay coil, 14- 2 is a first relay contact, 14a, 14b, 14c are terminals, 15 is a second relay, 15-1 is a second relay coil, 15-2 is a normally closed contact, 15-3 is a normally open contact, and 16 is a diode. is there. Those having the same reference numerals as those in FIG. 2 have the same configuration and operate in the same manner, and therefore description thereof will be omitted.
【００２３】充電端子カバースイッチ５Ａのスイッチ可
動接点５Ａ−１は、コネクタ４−２の充電端子カバーが
閉められている時には実線の位置（端子５Ａｂにオン）
となり、充電端子カバーが開けられている時には点線の
位置（端子５Ａｃにオン）となる。充電端子カバースイ
ッチ５Ａの端子５Ａａは、キースイッチ１１に接続さ
れ、端子５Ａｂは、第２リレーコイル１５−１に接続さ
れ、端子５Ａｃは、第２リレー１５の常閉接点１５−２
と接続される。従って、充電端子カバースイッチとして
は、図２の従来のものとは、構造が異なったものが用い
られる。The switch movable contact 5A-1 of the charging terminal cover switch 5A is in the position shown by the solid line (on to the terminal 5Ab) when the charging terminal cover of the connector 4-2 is closed.
When the charging terminal cover is opened, the position is indicated by the dotted line (on the terminal 5Ac). The terminal 5Aa of the charging terminal cover switch 5A is connected to the key switch 11, the terminal 5Ab is connected to the second relay coil 15-1, and the terminal 5Ac is the normally closed contact 15-2 of the second relay 15.
Connected to Therefore, as the charging terminal cover switch, one having a different structure from the conventional one in FIG. 2 is used.
【００２４】新たに追加された構成は、第１リレー１
４，第２リレー１５およびダイオード１６である。第１
リレー１４は、主として前記第１の問題点（充電中に誤
ってキースイッチ１１をオンした場合、オフに戻してお
くのを忘れると、充電端子カバーを閉じた瞬間、メイン
リレー８がオンされて給電が開始されてしまうという問
題点）を解決するために設けられたリレーである。第２
リレー１５は、主として前記第２の問題点（充電端子カ
バーの立て付けが悪い場合、充電端子カバースイッチが
走行の振動で時々オフになり、メインリレーも時々オフ
になるという問題点）を解決するために設けられたリレ
ーである。The newly added configuration is the first relay 1
4, the second relay 15 and the diode 16. First
The relay 14 is mainly caused by the first problem (if the key switch 11 is accidentally turned on during charging and forgetting to turn it off again, the main relay 8 is turned on at the moment when the charging terminal cover is closed. This is a relay provided to solve the problem that power supply is started). Second
The relay 15 mainly solves the second problem (the problem that the charging terminal cover switch is sometimes turned off due to traveling vibration when the charging terminal cover is improperly set up and the main relay is also sometimes turned off). It is a relay provided for this purpose.
【００２５】第１リレーコイル１４−１の一端はアース
に接続され、他端は、端子１４ｃと第２リレー１５の常
閉接点１５−２とに接続される。第１リレー接点１４−
２は、第１リレーコイル１４−１に通電されない時には
実線の位置（端子１４ｂにオン）となり、通電された時
には点線の位置（端子１４ｃにオン）となる。端子１４
ａはキースイッチ１１に接続され、端子１４ｂは第２リ
レー１５の常開接点１５−３に接続され、端子１４ｃは
上記した如く第１リレーコイル１４−１に接続される。
端子１４ｃと第１リレーコイル１４−１とを結ぶ経路
は、このリレーを自己保持する電流を流す経路を構成し
ている。One end of the first relay coil 14-1 is connected to the ground, and the other end is connected to the terminal 14c and the normally closed contact 15-2 of the second relay 15. First relay contact 14-
When the first relay coil 14-1 is not energized, the position 2 is a solid line position (terminal 14b is on), and when it is energized, a dotted line position (terminal 14c is on). Terminal 14
The a is connected to the key switch 11, the terminal 14b is connected to the normally open contact 15-3 of the second relay 15, and the terminal 14c is connected to the first relay coil 14-1 as described above.
The path connecting the terminal 14c and the first relay coil 14-1 constitutes a path for passing a current that holds the relay itself.
【００２６】第２リレーコイル１５−１の一端はアース
に接続され、他端は、充電端子カバースイッチ５Ａの端
子５Ａｂとダイオード１６のカソードとに接続される。
常閉接点１５−２の一端は第１リレーコイル１４−１に
接続され、他端は充電端子カバースイッチ５Ａの端子５
Ａｃに接続される。常開接点１５−３の一端は第１リレ
ー１４の端子１４ｂに接続され、他端は、メインリレー
コイル８−１の一端とダイオード１６のアノードとに接
続される。常開接点１５−３→ダイオード１６→第２リ
レーコイル１５−１という経路は、このリレーを自己保
持する電流を流す経路を構成している。ダイオード１６
は、充電端子カバースイッチ５Ａから電流が流れて来た
場合に、逆流阻止するために設けられている。One end of the second relay coil 15-1 is connected to the ground, and the other end is connected to the terminal 5Ab of the charging terminal cover switch 5A and the cathode of the diode 16.
One end of the normally closed contact 15-2 is connected to the first relay coil 14-1, and the other end is the terminal 5 of the charging terminal cover switch 5A.
Connected to Ac. One end of the normally open contact 15-3 is connected to the terminal 14b of the first relay 14, and the other end is connected to one end of the main relay coil 8-1 and the anode of the diode 16. The path from the normally open contact 15-3 to the diode 16 to the second relay coil 15-1 constitutes a path for passing a current that holds the relay itself. Diode 16
Are provided to prevent backflow when a current flows from the charging terminal cover switch 5A.
【００２７】次に、充電する時からの動作を、順を追っ
て説明する。 （１）充電する時 電気自動車側のコネクタ４−２の充電端子カバーを開
き、充電ケーブル３の先端に付いているコネクタ４−１
を、コネクタ４−２に接続する。充電は、ダイオード６
を経て行われる。充電端子カバーが開かれることによ
り、充電端子カバースイッチ５Ａのスイッチ可動接点５
Ａ−１は点線の位置となる。Next, the operation from the time of charging will be described step by step. (1) At the time of charging Open the charging terminal cover of the connector 4-2 on the electric vehicle side, and connect the connector 4-1 to the end of the charging cable 3.
Is connected to the connector 4-2. Charge the diode 6
It is done through. The switch movable contact 5 of the charging terminal cover switch 5A is opened by opening the charging terminal cover.
A-1 is the position of the dotted line.
【００２８】（２）充電中に誤ってキースイッチ１１を
オンした時 充電中に誤ってキースイッチ１１をオンしたとすると、
副バッテリ１２→キースイッチ１１→点線のスイッチ可
動接点５Ａ−１→常閉接点１５−２→第１リレーコイル
１４−１→アースという経路で電流が流れ、第１リレー
接点１４−２は点線の位置となる。(2) When the key switch 11 is accidentally turned on during charging If the key switch 11 is accidentally turned on during charging,
Sub-battery 12 → key switch 11 → switch movable contact 5A-1 in dotted line → normally closed contact 15-2 → first relay coil 14-1 → current flows through a route of earth, and first relay contact 14-2 is in dotted line The position.
【００２９】また、第１リレー接点１４−２が点線の位
置となると、副バッテリ１２→キースイッチ１１→点線
の第１リレー接点１４−２→第１リレーコイル１４−１
→アースという経路でも電流が流れ始める。この電流
は、リレーを自己保持する。When the first relay contact 14-2 comes to the position indicated by the dotted line, the auxiliary battery 12 → the key switch 11 → the dotted first relay contact 14-2 → the first relay coil 14-1
→ Electric current begins to flow even in the earth path. This current self-holds the relay.
【００３０】第１リレー接点１４−２が点線の位置に切
り換えられることにより、キースイッチ１１をオンした
ことによる起動信号は第２リレー１５には伝えられない
から、それを経てメインリレー８に起動信号が送られる
こともない。従って、電気自動車が発進することはな
く、コネクタ４−１，４−２や充電装置２等を破壊する
ことがない。Since the first relay contact 14-2 is switched to the position indicated by the dotted line, the activation signal generated by turning on the key switch 11 is not transmitted to the second relay 15, and the activation signal is activated to the main relay 8 via it. No signal is sent. Therefore, the electric vehicle does not start, and the connectors 4-1 and 4-2 and the charging device 2 are not destroyed.
【００３１】（３）充電を終了した時 コネクタ４−１をコネクタ４−２から引き外し、コネク
タ４−２の充電端子カバーが閉じられる。そのため、充
電端子カバースイッチ５Ａのスイッチ可動接点５Ａ−１
は、実線の位置となって端子５Ａｂにオンとなる。端子
５Ａｃから常閉接点１５−２を経て第１リレーコイル１
４−１に流れていた電流がなくなるから、第１リレー接
点１４−２は実線の位置に復帰する。(3) When charging is completed The connector 4-1 is pulled out from the connector 4-2, and the charging terminal cover of the connector 4-2 is closed. Therefore, the switch movable contact 5A-1 of the charging terminal cover switch 5A
Turns to the terminal 5Ab at the position indicated by the solid line. The first relay coil 1 from the terminal 5Ac through the normally closed contact 15-2.
Since the current flowing through 4-1 disappears, the first relay contact 14-2 returns to the position indicated by the solid line.
【００３２】（４）充電中に誤ってキースイッチ１１を
オンしたままで、充電を終了した時（前記第１の問題点
のケース） 充電中に誤ってキースイッチ１１をオンした状態は、前
記（２）の状態であるから、第１リレー接点１４−２が
点線の位置に切り換えられ、自己保持されている状態で
ある。(4) When the key switch 11 is erroneously turned on during charging and the charging is terminated (case of the first problem) The state where the key switch 11 is erroneously turned on during charging is as described above. Because of the state (2), the first relay contact 14-2 is switched to the position indicated by the dotted line and is in a self-holding state.
【００３３】このような状態のままで充電を終え、充電
端子カバーを閉じてスイッチ可動接点５Ａ−１を実線の
位置とすると、端子５Ａｃから常閉接点１５−２を通る
経路で第１リレーコイル１４−１に流れていた電流は、
遮断されることになる。しかし、第１リレーコイル１４
−１には、もう１つの経路（点線の第１リレー接点１４
−２を通る経路）で電流が流れているから、依然として
リレーは自己保持され、第１リレー接点１４−２は点線
の位置を維持する。そのため、キースイッチ１１からの
電流は、第２リレー１５に伝えられることはなく、更に
それを経てメインリレー８に起動信号が送られることも
ない。従って、電気自動車が発進することはなく、コネ
クタ４−１，４−２や充電装置２等を破壊することがな
い。When charging is completed in this state, the charging terminal cover is closed and the switch movable contact 5A-1 is set to the position indicated by the solid line, the first relay coil passes through the terminal 5Ac and the normally closed contact 15-2. The current flowing in 14-1 is
It will be cut off. However, the first relay coil 14
-1 has another path (the first relay contact 14 of the dotted line).
-2), the relay is still self-holding, and the first relay contact 14-2 maintains the position of the dotted line. Therefore, the current from the key switch 11 is not transmitted to the second relay 15, and further, the activation signal is not sent to the main relay 8 via it. Therefore, the electric vehicle does not start, and the connectors 4-1 and 4-2 and the charging device 2 are not destroyed.
【００３４】（５）充電終了後、キースイッチ１１をオ
ンした時 充電を終了した後（前記（３）項で説明したように、ス
イッチ可動接点５Ａ−１が実線の位置、第１リレー接点
１４−２も実線の位置となっている状態）、キースイッ
チ１１をオンすると、次のような動作が行われる。 副バッテリ１２→キースイッチ１１→実線のスイッ
チ可動接点５Ａ−１→第２リレーコイル１５−１→アー
スという経路で電流が流れ、常閉接点１５−２がオフ，
常開接点１５−３がオンとなる。(5) When the key switch 11 is turned on after the charging is completed. After the charging is completed (as described in the item (3), the switch movable contact 5A-1 is in the position of the solid line, the first relay contact 14 When -2 is also in the position indicated by the solid line) and the key switch 11 is turned on, the following operation is performed. Sub-battery 12-> key switch 11-> solid line switch movable contact 5A-1-> second relay coil 15-1-> current flows through the route of earth, normally closed contact 15-2 is off,
The normally open contact 15-3 is turned on.
【００３５】 副バッテリ１２→キースイッチ１１→
実線の第１リレー接点１４−２→オンした常開接点１５
−３→メインリレーコイル８−１→アースという経路で
電流が流れ、メインリレー接点８−２がオンし、主バッ
テリ７からの給電が開始される。従って、駆動用モータ
１０も、ドライバーの運転操作（アクセル操作等）に応
じて、駆動用モータ制御装置９によって制御される。ま
た、常開接点１５−３を通った電流は、ダイオード１６
の方へも分流して第２リレーコイル１５−１にも流れ
る。この電流は、このリレーを自己保持する電流とな
る。その結果、第２リレーコイル１５−１への電流は、
ダイオード１６を通る経路と、充電端子カバースイッチ
５Ａを通る経路との２つの経路で供給されることにな
る。Secondary battery 12 → key switch 11 →
Solid line first relay contact 14-2 → normally open contact 15 turned on
A current flows through a path of -3 → main relay coil 8-1 → earth, the main relay contact 8-2 is turned on, and power supply from the main battery 7 is started. Therefore, the drive motor 10 is also controlled by the drive motor control device 9 according to the driving operation (accelerator operation or the like) of the driver. Further, the current passing through the normally open contact 15-3 is the diode 16
To the second relay coil 15-1 as well. This current is the current that self-holds this relay. As a result, the current to the second relay coil 15-1 is
It is supplied by two routes, a route passing through the diode 16 and a route passing through the charging terminal cover switch 5A.
【００３６】（６）走行中に充電端子カバーが振動等に
より開いた時（前記第２の問題点のケース） 充電端子カバーが開くとスイッチ可動接点５Ａ−１は点
線の位置へ切り換わり、端子５Ａｂを通って第２リレー
コイル１５−１へ電流を流す経路は遮断される。しか
し、もう１つの経路（ダイオード１６を通る経路）は、
充電端子カバーが開いても何らの影響を受けないから健
在であり、起動信号の通過を維持する。従って、第２リ
レー１５の接点状態は変化せず、メインリレー８もオン
を維持する。(6) When the charging terminal cover is opened due to vibration or the like during traveling (case of the second problem) When the charging terminal cover is opened, the switch movable contact 5A-1 is switched to the position indicated by the dotted line. The path through which current flows through the 5Ab to the second relay coil 15-1 is cut off. However, the other path (path through diode 16) is
Even if the charging terminal cover is opened, it is not affected by anything, so it is still alive and keeps the activation signal passing. Therefore, the contact state of the second relay 15 does not change, and the main relay 8 also remains ON.
【００３７】（７）キースイッチ１１をオフした時 メインリレーコイル８−１への通電が停止され、メイン
リレー接点８−２はオフとなる。そのため、駆動用モー
タ制御装置９および補機系機器１３への給電は停止され
る（従って、駆動用モータ１０等も停止する）。(7) When the key switch 11 is turned off, the power supply to the main relay coil 8-1 is stopped and the main relay contact 8-2 is turned off. Therefore, power supply to the drive motor control device 9 and the auxiliary equipment 13 is stopped (thus, the drive motor 10 and the like are also stopped).
【００３８】以上のように動作するが、ここで、メイン
リレー８がオンされる時の動作と、オンとなっているメ
インリレー８をオフにする動作とをまとめると、次の通
りである。 メインリレー８がオンされる時 メインリレー８をオンするための電流は、副バッテリ１
２→キースイッチ１１→実線位置の第１リレー接点１４
−２→第２リレーの常開接点１５−３→メインリレーコ
イル８−１→アースという経路を流れる電流である。従
って、キースイッチ１１をオンした時に、この経路が形
成されるためには、第１リレー１４は消勢されたままを
保ち（第１リレ接点１４−２が実線位置）、第２リレー
１５は付勢（常開接点１５−３がオン）されなければな
らない。The operation is performed as described above. Here, the operation when the main relay 8 is turned on and the operation of turning off the main relay 8 that is on are summarized as follows. When the main relay 8 is turned on, the current for turning on the main relay 8 is
2 → key switch 11 → first relay contact 14 in solid line position
-2 → normally open contact 15-3 of second relay → main relay coil 8-1 → current flowing through a path of ground. Therefore, when the key switch 11 is turned on, in order for this path to be formed, the first relay 14 remains deenergized (the first relay contact 14-2 is in the solid line position), and the second relay 15 is It must be energized (normally open contact 15-3 on).
【００３９】キースイッチ１１がオンされた時に第１リ
レー１４が消勢を保つためには、充電端子カバースイッ
チ５Ａが実線の位置にある（充電端子カバーが閉じられ
ている）ことが必要である。また、キースイッチ１１が
オンされた時に第２リレー１５が付勢されるためには、
やはり、充電端子カバースイッチ５Ａが実線の位置にあ
る（充電端子カバーが閉じられている）ことが必要であ
る。これらより明らかなように、本発明では、充電端子
カバーを閉じた状態で、キースイッチ１１をオンした時
のみ、メインリレー８はオンされる。In order for the first relay 14 to remain deenergized when the key switch 11 is turned on, it is necessary that the charging terminal cover switch 5A is in the position indicated by the solid line (the charging terminal cover is closed). . Further, in order to activate the second relay 15 when the key switch 11 is turned on,
Again, it is necessary that the charging terminal cover switch 5A is in the position indicated by the solid line (the charging terminal cover is closed). As is clear from these, in the present invention, the main relay 8 is turned on only when the key switch 11 is turned on with the charging terminal cover closed.
【００４０】 オンしているメインリレー８を、オフ
にする時 メインリレー８がオンしている時には、前記項の冒頭
で述べた経路が形成され、副バッテリ１２からの電流が
流れている。従って、オフにするには、この経路のどこ
かを遮断すればよい。第２リレーは、第１リレーを経て
来る電流で自己保持しているから、充電端子カバースイ
ッチ５Ａがどのような動作状態となろうとも、充電端子
カバースイッチ５Ａによっては遮断されない。第１リレ
ー１４は、第２リレー１５が付勢（従って、常閉接点１
５−２はオフ）されていることにより、消勢（従って、
第１リレー接点１４−２は実線位置）を保ち続けるか
ら、これまた遮断されない。経路を遮断し得る手段で残
っているものは、キースイッチ１１のみである。かくし
て、オンになっているメインリレー８がオフされるの
は、キースイッチ１１がオフされた時のみとなる。When turning off the main relay 8 that is on When the main relay 8 is on, the path described at the beginning of the above section is formed, and the current from the sub-battery 12 is flowing. Therefore, to turn it off, it suffices to cut off somewhere along this path. Since the second relay is self-holding by the current passing through the first relay, the charging terminal cover switch 5A does not cut off whatever the operating state of the charging terminal cover switch 5A is. The first relay 14 is energized by the second relay 15 (hence the normally closed contact 1
Since 5-2 is turned off, it is deenergized (thus,
Since the first relay contact 14-2 continues to maintain the solid line position), it is not cut off again. Only the key switch 11 remains as a means for blocking the path. Thus, the main relay 8 which has been turned on is turned off only when the key switch 11 is turned off.
【００４１】[0041]
【発明の効果】以上述べた如く、本発明の電気自動車用
電源装置によれば、メインリレーをオンするための電流
をキースイッチから導く経路中に、リレー手段を設け、
このリレー手段を、充電端子カバーが閉じられた後、前
記キースイッチがオンされた時のみ、前記メインリレー
をオンする電流を導き、前記キースイッチがオフされた
時のみ、オンとなっている前記メインリレーをオフにす
るよう接続構成する。そのため、充電中に誤ってキース
イッチをオンしたまま、充電端子カバーを閉じてもメイ
ンリレーはオンされないし、走行中に振動で充電端子カ
バーが開いても、メインリレーがオフされることはなく
なる。As described above, according to the electric vehicle power supply device of the present invention, the relay means is provided in the path for guiding the current for turning on the main relay from the key switch,
The relay means guides a current for turning on the main relay only when the key switch is turned on after the charging terminal cover is closed, and is turned on only when the key switch is turned off. Configure the connection to turn off the main relay. Therefore, even if the key switch is accidentally turned on during charging and the charging terminal cover is closed, the main relay is not turned on, and even if the charging terminal cover is opened due to vibration during traveling, the main relay will not be turned off. .
【図１】 本発明の電気自動車用電源装置を示す図FIG. 1 is a diagram showing a power supply device for an electric vehicle according to the present invention.
【図２】 従来の電気自動車用電源装置を示す図FIG. 2 is a diagram showing a conventional electric vehicle power supply device.
Ａ…電気自動車用電源装置、１…商用電源、２…充電装
置、３…充電ケーブル、４−１，４−２…コネクタ、
５，５Ａ…充電端子カバースイッチ、５Ａ−１…スイッ
チ可動接点、５Ａａ，５Ａｂ，５Ａｃ…端子、６…ダイ
オード、７…主バッテリ、８…メインリレー、８−１…
メインリレーコイル、８−２…メインリレー接点、９…
駆動用モータ制御装置、１０…駆動用モータ、１１…キ
ースイッチ、１２…副バッテリ、１３…補機系機器、１
４…第１リレー、１４−１…第１リレーコイル、１４−
２…第１リレー接点、１４ａ，１４ｂ，１４ｃ…端子、
１５…第２リレー、１５−１…第２リレーコイル、１５
−２…常閉接点、１５−３…常開接点、１６…ダイオー
ドA ... Power supply device for electric vehicle, 1 ... Commercial power supply, 2 ... Charging device, 3 ... Charging cable, 4-1 and 4-2 ... Connector,
5, 5A ... Charging terminal cover switch, 5A-1 ... Switch movable contact, 5Aa, 5Ab, 5Ac ... Terminal, 6 ... Diode, 7 ... Main battery, 8 ... Main relay, 8-1 ...
Main relay coil, 8-2 ... Main relay contact, 9 ...
Drive motor control device, 10 ... Drive motor, 11 ... Key switch, 12 ... Sub battery, 13 ... Auxiliary equipment device, 1
4 ... 1st relay, 14-1 ... 1st relay coil, 14-
2 ... 1st relay contact, 14a, 14b, 14c ... terminal,
15 ... 2nd relay, 15-1 ... 2nd relay coil, 15
-2 ... Normally closed contact, 15-3 ... Normally open contact, 16 ... Diode
Claims (2)
給電するバッテリと、該バッテリを外部電源により充電
するためのコネクタと、該コネクタの充電端子カバーの
開閉に応動する充電端子カバースイッチと、前記メイン
リレーをオンする電流をキースイッチから導く経路中に
接続されたリレー手段であって、前記充電端子カバーが
閉じられた後、前記キースイッチがオンされた時のみ前
記メインリレーをオンし、前記キースイッチがオフされ
た時のみ前記メインリレーをオンからオフにするリレー
手段とを具えたことを特徴とする電気自動車用電源装
置。1. A battery for supplying electric power to a load of an electric vehicle via a main relay, a connector for charging the battery by an external power source, a charging terminal cover switch responsive to opening and closing of a charging terminal cover of the connector, Relay means connected in a path for guiding a current for turning on the main relay from the key switch, wherein the main relay is turned on only when the key switch is turned on after the charging terminal cover is closed, A power supply device for an electric vehicle, comprising: relay means for turning the main relay from on to off only when a key switch is turned off.
給電するバッテリと、該バッテリを外部電源により充電
するためのコネクタと、該コネクタの充電端子カバーの
開閉に応動する充電端子カバースイッチと、前記メイン
リレーをオンする電流をキースイッチから導く経路中に
直列接続された第１リレーおよび第２リレーとを具え、
該第１リレーは、前記充電端子カバースイッチが充電端
子カバー開の動作状態となり且つ前記キースイッチがオ
ンされている時に付勢され、前記キースイッチからの電
流の通流を遮断する接点状態となり、それを自己保持す
る接続構成とし、前記第２リレーは、前記充電端子カバ
ースイッチが充電端子カバー閉の動作状態となり且つ前
記キースイッチがオンされている時に付勢され、前記キ
ースイッチからの電流の通流を許容する接点状態とな
り、それを自己保持する接続構成とすることにより、前
記充電端子カバーが閉じられた後、前記キースイッチが
オンされた時のみ前記メインリレーをオンし、前記キー
スイッチがオフされた時のみ前記メインリレーをオンか
らオフにすることを特徴とする電気自動車用電源装置。2. A battery for supplying power to a load of an electric vehicle via a main relay, a connector for charging the battery with an external power source, a charging terminal cover switch responsive to opening and closing of a charging terminal cover of the connector, A first relay and a second relay connected in series in a path for guiding a current for turning on the main relay from the key switch,
The first relay is energized when the charging terminal cover switch is in an operation state of opening the charging terminal cover and the key switch is turned on, and is in a contact state of interrupting current flow from the key switch, The second relay is energized when the charging terminal cover switch is in the operation state of closing the charging terminal cover and the key switch is on, and the second relay is configured to hold the self-holding connection structure. The contact state that allows the flow of current and the self-holding connection configuration allows the main relay to be turned on only when the key switch is turned on after the charging terminal cover is closed, and the key switch is turned on. A power supply device for an electric vehicle, wherein the main relay is turned off from on only when is turned off.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP7333934A JPH09154236A (en) | 1995-11-28 | 1995-11-28 | Power supply unit for electric car |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP7333934A JPH09154236A (en) | 1995-11-28 | 1995-11-28 | Power supply unit for electric car |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPH09154236A true JPH09154236A (en) | 1997-06-10 |
Family
ID=18271613
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP7333934A Pending JPH09154236A (en) | 1995-11-28 | 1995-11-28 | Power supply unit for electric car |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH09154236A (en) |
Cited By (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2008220084A (en) * | 2007-03-06 | 2008-09-18 | Toyota Motor Corp | Power unit for vehicle and method of controlling power unit |
| JP2009070794A (en) * | 2007-09-13 | 2009-04-02 | Kazumasa Sakakibara | Battery pack, electric equipment, and power cord adapter |
| US7791217B2 (en) | 2007-09-04 | 2010-09-07 | Toyota Jidosha Kabushiki Kaisha | Electric-powered vehicle chargeable by external power supply |
| US8043132B1 (en) | 2009-09-01 | 2011-10-25 | Brunswick Corporation | Method for operating a propulsion system of a watercraft |
| JP2012019673A (en) * | 2010-07-09 | 2012-01-26 | Hyundai Motor Co Ltd | Charger of plug-in hybrid vehicle |
| JP2013099077A (en) * | 2011-10-31 | 2013-05-20 | Toyota Motor Corp | Vehicle with electric storage section and charge-discharge system including the vehicle and energy management equipment |
| US8638065B2 (en) | 2010-04-14 | 2014-01-28 | Kazuyuki Sakakibara | Battery pack and battery pack system |
-
1995
- 1995-11-28 JP JP7333934A patent/JPH09154236A/en active Pending
Cited By (10)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2008220084A (en) * | 2007-03-06 | 2008-09-18 | Toyota Motor Corp | Power unit for vehicle and method of controlling power unit |
| US7791217B2 (en) | 2007-09-04 | 2010-09-07 | Toyota Jidosha Kabushiki Kaisha | Electric-powered vehicle chargeable by external power supply |
| JP2009070794A (en) * | 2007-09-13 | 2009-04-02 | Kazumasa Sakakibara | Battery pack, electric equipment, and power cord adapter |
| JP4674246B2 (en) * | 2007-09-13 | 2011-04-20 | 和征 榊原 | Battery pack, electrical equipment and power cord adapter |
| JP2011155018A (en) * | 2007-09-13 | 2011-08-11 | Kazumasa Sakakibara | Battery pack |
| US8043132B1 (en) | 2009-09-01 | 2011-10-25 | Brunswick Corporation | Method for operating a propulsion system of a watercraft |
| US8638065B2 (en) | 2010-04-14 | 2014-01-28 | Kazuyuki Sakakibara | Battery pack and battery pack system |
| JP2012019673A (en) * | 2010-07-09 | 2012-01-26 | Hyundai Motor Co Ltd | Charger of plug-in hybrid vehicle |
| US8872473B2 (en) | 2010-07-09 | 2014-10-28 | Hyundai Motor Company | System for recharging plug-in hybrid vehicle by controlling pre-charge of a DC link |
| JP2013099077A (en) * | 2011-10-31 | 2013-05-20 | Toyota Motor Corp | Vehicle with electric storage section and charge-discharge system including the vehicle and energy management equipment |
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