201105526 六、發明說明： 【發明所屬之技術領域】 本發明係關於將電動汽車的車載蓄電池進行充電的電 動汽車用充電系統。 【先前技術】 電動汽車係將來自車載蓄電池的直流電力藉由反相器 電路而轉換成交流電力，且驅動驅動用電動機而進行行駛 。若消耗被蓄電在車載蓄電池的電力，則必須將驅動驅動 電動機所需電力予以蓄電。因此，藉由電動汽車用充電系 統來對車載蓄電池進行充電。 第2圖係顯示習知之電動汽車用充電系統之一例的構 成圖。電動汽車用充電系統11係以連接器13而與電動汽 車12相連接，在電動汽車12的車載蓄電池14蓄電直流 電力。電動汽車用充電系統11係構成爲：將來自交流電 源15的交流電力透過交流斷路器16而輸入至充電器17, 以充電器17將交流電力轉換成直流電力而在蓄電池18蓄 電直流電力。接著，構成爲：經由直流斷路器19而將蓄 電池18的直流電力輸出至連接器13。另一方面，在電動 汽車1 2中係由連接器1 3輸入直流電力，經由車載直流斷 路器20而在車載蓄電池14蓄電直流電力。 電動汽車用充電系統11的控制部21及電動汽車12 的車載控制部22係當由電動汽車用充電系統Η在電動汽 車12的車載蓄電池14蓄電直流電力時，彼此進行資訊交 -5- 201105526 換’進行是否可由電動汽車用充電系統11在電動汽車12 的車載蓄電池1 4順利地蓄電直流電力的狀態確認。例如 ’進行電動汽車用充電系統11與電動汽車12的車載蓄電 池14是否適合的判定，或者若爲適合則在充電開始時， 以電動汽車用充電系統11的直流電壓與電動汽車12的車 載蓄電池14的直流電壓爲相一致的方式進行控制。 接著’若形成可充電狀態時，則關閉直流斷路器i 9 及車載直流斷路器20而開始充電，若在車載蓄電池14蓄 電預定的直流電力時，即判斷爲充電結束，且打開直流斷 路器19及車載直流斷路器20而結束充電。 第3圖係顯示習知之電動汽車用充電系統之其他例的 構成圖。該例係相對於第2圖所示之例，將蓄電池18加 以省略者。此時，由於將利用充電器17所得的直流電力 直接供給至電動汽車12的車載蓄電池14，因此控制變得 較複雜，但是由於可省略蓄電池18，因此簡化電動汽車用 充電系統11的構成而達成低成本化。 在此，在電動汽車的電池充電裝置中，係存有一種以 一個繼電器兼用電動汽車的空調控制與充電電路動作控制 的兩個功能，無須設置新的繼電器，即可在過充電時確實 地遮斷充電電路而保護電動機驅動系統者（例如參照專利 文獻1 )。 (專利文獻1)日本特開2000-59919號公報 【發明內容】 -6 - 201105526 (發明所欲解決之課題） 但是’在習知之電動汽車用充電系統11中，由電動 汽車用充電系統11所被輸出的直流電力係透過直流斷路 器19而被輸出，被輸入至電動汽車12之車載蓄電池14 的直流電力係透過車載直流斷路器20而被輸入，因此在 透過連接器13的輸入/輸出電路的雙方必須設有斷路器 。直流斷路器19及車載直流斷路器20係爲了保護車載蓄 電池14而設，變得需要有可遮斷在蓄電器17故障時所發 生之過電流的遮斷電容而變得較爲昂貴。此外，由於在電 動汽車用充電系統11側及電動汽車12側之雙方具有斷路 器’因此較爲冗長，直流斷路器19及車載直流斷路器20 的保護連動亦成爲必須。再者，因該等錯誤動作或錯誤而 不進行動作所造成的不良情形的發生機率亦會變高。 本發明之目的在於提供一種可確保在電動汽車的車載 蓄電池充電時的保護動作，並且亦可在不會降低充電效率 的情形下使裝置構成簡化的電動汽車用充電系統。 (解決課題之手段） 本發明之電動汽車用充電系統之特徵爲具備有：將交 流電源轉換成直流而在電動汽車的車載蓄電池進行充電的 充電器：將前述充電器與前述車載蓄電池相連接的連接器 ;在前述充電器與連接器之間，在許可由前述充電器對前 述車載蓄電池通電，且遮斷由前述車載蓄電池對前述充電 器通電的方向予以連接的二極體；及與前述二極體並聯連 201105526 接而由前述充電器對前述車載蓄電池通電中係關閉而由前 述充電器對前述車載蓄電池非通電時則打開的接觸器。 (發明之效果） 藉由本發明，在電動汽車用充電系統的充電器與連接 器之間設有二極體與接觸器的並聯電路來取代直流斷路器 ，因此不僅可簡化裝置構成’亦可省略保護連動而減少錯 誤動作或因錯誤而不動作的故障風險。此外，接觸器係在 由充電器對車載蓄電池通電中爲關閉，由充電器對車載蓄 電池非通電時爲打開’因此由充電器對車載蓄電池通電中 係通過接觸器而流通電流而可減低二極體中的損失。此外 ’二極體由於由車載蓄電池對充電器通電係予以遮斷，因 此可防止由電動汽車的車載蓄電池對電動汽車用充電系統 逆流。藉此，亦可一面減低電力損失，一面確保在電動汽 車的車載蓄電池進行充電時的保護動作。 【實施方式】 第1圖係本發明之實施形態之電動汽車用充電系統11 的構成圖。本發明之實施形態係相對於第3圖所示之習知 例，設置二極體23及接觸器24的並聯電路來取代直流斷 路器19者。接觸器24係在由充電器17對車載蓄電池14 通電中爲關閉，由充電器17對車載蓄電池14非通電時則 爲打開者。此外，二極體23係與由充電器17對車載蓄電 池14的通電爲許可，由車載蓄電池14對充電器17的通 -8- 201105526 電爲遮斷的方向而相連接。 在第1圖中，當由電動汽車用充電系統n將直流電 力蓄電在電動汽車12的車載蓄電池14時，係以連接器13 將電動汽車用充電系統11與電動汽車12相連接。 接著’電動汽車用充電系統11的控制部21係與電動 汽車12之車載控制部22進行通訊，進行判定電動汽車用 充電系統11與電動汽車12的車載蓄電池14是否適合。 例如’進行判定電動汽車用充電系統1 1之充電器1 7的額 定電壓與電動汽車12之車載蓄電池14的額定電壓是否適 合。當額定電壓彼此適合時，電動汽車用充電系統11的 控制部21係關閉交流斷路器16而起動充電器17，提升屬 於充電器17之輸出的直流電壓。隨之透過車載控制部22 而輸入車載蓄電池14的電壓，以充電器17的輸出電壓與 車載蓄電池14的電壓爲相等的方式來控制充電器17。 若充電器17的輸出電壓等於車載蓄電池14的電壓， 控制部21係對車載控制部22通知該內容，並且將充電器 17的輸出電壓控制成高於車載蓄電池14的電壓。車載控 制部22若由控制部2 1接收充電許可的指令，則關閉車載 斷路器20。例如，車載控制部22若由控制部21接收充電 器17的輸出電壓等於車載蓄電池14的電壓的通知’則關 閉車載斷路器20。藉此，充電器17與車載蓄電池14作電 性連接，充電器17的輸出電壓高於車載蓄電池14的電壓 ，因此，由充電器17透過二極體23、連接器13、車載直 流斷路器20流通電流，對車載蓄電池I4開始蓄電直流電 201105526 力。 電流檢測器2 5係用以檢測來自充電器1 7的輸出電流 者，控制部2 1係當電流檢測器2 5檢測出預定値以上的電 流時，即判斷爲由充電器17對車載蓄電池14通電中，且 關閉與二極體23並聯連接的接觸器24。藉此，由充電器 17透過接觸器24、連接器13、車載直流斷路器20流通電 流，在車載蓄電池14蓄電直流電力。因此，二極體23通 電時的損失可減低。 若在車載蓄電池14蓄電預定的直流電力時，車載蓄 電池1 4的電壓會成爲預定値，藉由電流檢測器2 5所被檢 測的電流則爲預定値以下。控制部2 1係當藉由電流檢測 器25所被檢測的電流爲預定値以下時即打開接觸器24。 另一方面’車載控制部22若判斷車載蓄電池14的電 壓成爲預定値且已蓄電預定之直流電力時，即對控制部21 通知該內容’並且打開車載直流斷路器20。藉此，控制部 21係打開接觸器24，並且將充電器17的輸出電壓設爲零 ，打開交流斷路器16而結束充電。 在此，儘管已充電結束，例如當電動汽車12的車載 直流斷路器20未打開時，雖然車載蓄電池14的電壓施加 至充電器17’但是此時若形成爲車載蓄電池14的電壓大 於充電器17的輸出電壓的狀態時，即形成爲電流由車載 蓄電池14逆流至充電器〗7的動作，在該過程中，充電器 1 7的輸出電流係成爲預定値以下，因此控制部2 1係打開 接觸器24。此外’控制部24即使在充電器〗7的內部檢測 -10- 201105526 出過電流等異常的情形下，亦與交流斷路器16等連動而 打開接觸器24。 因此，即使車載直流斷路器20未打開，亦可藉由二 極體23來防止由車載蓄電池14對充電器17逆流，而可 保護充電器17。另一方面，在接觸器24呈關閉的狀態下 ，當由充電器1 7對車載蓄電池1 4的電流過大時，係以電 動汽車12的車載直流斷路器20予以遮斷來保護車載蓄電 池1 4。 如上所示，由充電器17對車載蓄電池14通電中係關 閉接觸器24而將二極體23繞過（bypass)，因此可減低 在二極體23通電時的損失。此外，當車載蓄電池14的電 壓增大時，由於充電器17的輸出電流暫時爲預定値以下 ，因此接觸器24會打開，來自車載蓄電池14之逆流電流 係利用二極體23而被阻止。 在以上說明中，當充電器1 7的輸出電流爲預定値以 上時，即關閉接觸器24，但是亦可在充電器17的輸出電 壓超過車輛蓄電池14的電壓時關閉接觸器24，當充電器 1 7的輸出電壓爲車輛蓄電池1 4的電壓以下時，則打開接 觸器24。 藉由本發明之實施形態，在由充電器1 7對車載蓄電 池14通電中，接觸器24關閉而將二極體23繞過，因此 可減低在充電中因二極體23所造成的損失。二極體23並 非爲無負載元件，例如在流通大於1 00A之電流時，雖然 會發生損失而降低充電效率，但是可防止該損失。此外， -11 - 201105526 基於因二極體23之通電電流所造成的損失而使二極體23 會發熱，因此在不具接觸器24的情形下，會有必須冷卻 二極體23本身的可能性，但是在由充電器17對車載蓄電 池14通電中則關閉接觸器24而將二極體23繞過，因此 亦可省略二極體的冷卻裝置，且亦可提升充電效率。 【圖式簡單說明】 第1圖係本發明之實施形態之電動汽車用充電系統之 構成圖。 第2圖係顯示習知之電動汽車用充電系統之一例的構 成圖。 第3圖係顯示習知之電動汽車用充電系統之其他例的 構成圖。 【主要元件符號說明】 1 1 :電動汽車用充電系統 1 2 :電動汽車 13 :連接器 1 4 :車載蓄電池 1 5 :交流電源 1 6 :交流斷路器 17 :充電器 1 8 :蓄電池 1 9 :直流斷路器 -12- 201105526 20:車載直流斷路器 2 1 :控制部 22 :車載控制部 23 :二極體 24 :接觸器 2 5 :電流檢測器 -13201105526 VI. TECHNOLOGICAL FIELD OF THE INVENTION The present invention relates to a charging system for an electric vehicle that charges an on-vehicle battery of an electric vehicle. [Prior Art] In an electric vehicle, DC power from an in-vehicle battery is converted into AC power by an inverter circuit, and a driving motor is driven to travel. If the power stored in the vehicle battery is consumed, it is necessary to store the power required to drive the motor. Therefore, the vehicle battery is charged by the charging system for the electric vehicle. Fig. 2 is a view showing a configuration of an example of a conventional charging system for an electric vehicle. The electric vehicle charging system 11 is connected to the electric vehicle 12 by the connector 13, and the electric vehicle battery 14 of the electric vehicle 12 stores DC power. The charging system 11 for an electric vehicle is configured such that AC power from the AC power source 15 is transmitted to the charger 17 through the AC breaker 16, and the AC power is converted into DC power by the charger 17, and DC power is stored in the battery 18. Next, the DC power of the battery 18 is output to the connector 13 via the DC breaker 19. On the other hand, in the electric vehicle 12, DC power is input from the connector 13, and DC power is stored in the vehicle battery 14 via the in-vehicle DC circuit breaker 20. When the control unit 21 of the electric vehicle charging system 11 and the in-vehicle control unit 22 of the electric vehicle 12 are configured to charge electric power to the on-vehicle battery 14 of the electric vehicle 12 by the charging system for the electric vehicle, the information is exchanged for each other-5-201105526 'Check whether or not the state of the DC power can be smoothly stored in the on-vehicle battery 14 of the electric vehicle 12 by the charging system 11 for an electric vehicle. For example, 'the determination is made whether the charging system 11 for the electric vehicle and the vehicle battery 14 of the electric vehicle 12 are suitable, or if appropriate, the DC voltage of the charging system 11 for the electric vehicle and the vehicle battery 14 of the electric vehicle 12 at the start of charging. The DC voltage is controlled in a consistent manner. Then, when the chargeable state is formed, the DC breaker i9 and the in-vehicle DC breaker 20 are turned off to start charging, and when the in-vehicle battery 14 stores a predetermined DC power, it is determined that the charging is completed, and the DC breaker 19 is turned on. And the vehicle DC circuit breaker 20 ends charging. Fig. 3 is a view showing the configuration of another example of a conventional charging system for an electric vehicle. In this example, the battery 18 is omitted from the example shown in Fig. 2. At this time, since the DC power obtained by the charger 17 is directly supplied to the vehicle battery 14 of the electric vehicle 12, the control becomes complicated. However, since the battery 18 can be omitted, the configuration of the charging system 11 for the electric vehicle can be simplified. Cost reduction. Here, in the battery charging device for an electric vehicle, there are two functions of controlling the operation of the air conditioner and the charging circuit of the electric vehicle with one relay, and it is possible to surely cover the overcharge without setting a new relay. The motor drive system is protected by disconnecting the charging circuit (see, for example, Patent Document 1). (Patent Document 1) Japanese Laid-Open Patent Publication No. 2000-59919 (Claim of the Invention) -6 - 201105526 (Problems to be Solved by the Invention) However, in the conventional charging system 11 for an electric vehicle, the charging system 11 for an electric vehicle is used. The output DC power is output through the DC breaker 19, and the DC power input to the vehicle battery 14 of the electric vehicle 12 is input through the in-vehicle DC breaker 20, so that the input/output circuit is transmitted through the connector 13. Both sides must have a circuit breaker. The DC breaker 19 and the in-vehicle DC breaker 20 are provided to protect the in-vehicle battery 14, and it is necessary to have a blocking capacitor that can block an overcurrent generated when the capacitor 17 fails. Further, since both of the electric vehicle charging system 11 side and the electric vehicle 12 side have a circuit breaker', it is relatively lengthy, and the protection of the DC circuit breaker 19 and the in-vehicle DC circuit breaker 20 is also necessary. Furthermore, the probability of occurrence of a malfunction caused by such an erroneous operation or an error is also high. SUMMARY OF THE INVENTION An object of the present invention is to provide a charging system for an electric vehicle which can ensure a protection operation when charging an in-vehicle battery of an electric vehicle, and can simplify the apparatus without lowering the charging efficiency. (Means for Solving the Problem) The charging system for an electric vehicle according to the present invention is characterized in that it includes a charger that converts an alternating current power source into a direct current and charges the vehicle battery of the electric vehicle: connecting the charger to the vehicle battery a connector; between the charger and the connector, a diode that is energized by the charger to permit the battery to be energized, and a direction in which the battery is energized by the vehicle battery; and The pole body is connected in parallel with the 201105526, and the contactor that is turned on when the vehicle battery is turned off by the charger and is turned off by the charger when the vehicle battery is not energized. (Effect of the Invention) According to the present invention, a parallel circuit of a diode and a contactor is provided between the charger and the connector of the charging system for an electric vehicle instead of the DC breaker, so that the device configuration can be simplified or omitted. Protection against linkages reduces the risk of malfunctions or failures due to errors. In addition, the contactor is turned off when the charger is energized to the on-vehicle battery, and is turned on when the charger is not energized to the on-vehicle battery. Therefore, when the charger is energized to the on-vehicle battery, the current flows through the contactor to reduce the polarity. Loss in the body. Further, since the diode is blocked by the on-vehicle battery to the charger, it is possible to prevent the vehicle battery of the electric vehicle from flowing back to the charging system for the electric vehicle. In this way, it is possible to ensure the protection operation when charging the vehicle battery of the electric vehicle while reducing the power loss. [Embodiment] FIG. 1 is a configuration diagram of a charging system 11 for an electric vehicle according to an embodiment of the present invention. In the embodiment of the present invention, a parallel circuit of the diode 23 and the contactor 24 is provided instead of the DC circuit breaker 19 with respect to the conventional example shown in Fig. 3. The contactor 24 is turned off when the charger 17 is energized to the in-vehicle battery 14, and is turned on when the charger 17 is not energized to the in-vehicle battery 14. Further, the diode 23 is electrically connected to the on-vehicle battery 14 by the charger 17, and is connected to the on-board battery 14 in the direction in which the electric power of the charger 17 is blocked. In the first diagram, when the DC power is stored in the vehicle battery 14 of the electric vehicle 12 by the charging system n for the electric vehicle, the electric vehicle charging system 11 and the electric vehicle 12 are connected by the connector 13. Then, the control unit 21 of the electric vehicle charging system 11 communicates with the in-vehicle control unit 22 of the electric vehicle 12 to determine whether or not the electric vehicle charging system 11 and the in-vehicle battery 14 of the electric vehicle 12 are suitable. For example, it is determined whether or not the rated voltage of the charger 17 of the electric vehicle charging system 1 is equal to the rated voltage of the in-vehicle battery 14 of the electric vehicle 12. When the rated voltages are suitable for each other, the control unit 21 of the charging system 11 for an electric vehicle turns off the AC breaker 16 to activate the charger 17, and boosts the DC voltage belonging to the output of the charger 17. Then, the voltage of the in-vehicle battery 14 is input through the in-vehicle control unit 22, and the charger 17 is controlled such that the output voltage of the charger 17 is equal to the voltage of the in-vehicle battery 14. When the output voltage of the charger 17 is equal to the voltage of the in-vehicle battery 14, the control unit 21 notifies the in-vehicle control unit 22 of the content, and controls the output voltage of the charger 17 to be higher than the voltage of the in-vehicle battery 14. When the vehicle control unit 22 receives the instruction of the charging permission from the control unit 21, the on-vehicle circuit breaker 20 is turned off. For example, the in-vehicle controller 22 turns off the in-vehicle circuit breaker 20 when the control unit 21 receives the notification that the output voltage of the charger 17 is equal to the voltage of the in-vehicle battery 14. Thereby, the charger 17 is electrically connected to the vehicle battery 14 , and the output voltage of the charger 17 is higher than the voltage of the vehicle battery 14 . Therefore, the charger 17 transmits the diode 23 , the connector 13 , and the vehicle DC breaker 20 . The current is flowing, and the on-board battery I4 starts to store the DC power 201105526. The current detector 25 is for detecting the output current from the charger 17. The control unit 21 determines that the current detector 25 detects a current of more than a predetermined threshold, that is, the charger 17 determines that the battery 17 is connected to the vehicle. During energization, the contactor 24 connected in parallel with the diode 23 is closed. Thereby, the charger 17 distributes the current through the contactor 24, the connector 13, and the in-vehicle DC breaker 20, and the DC battery is stored in the vehicle battery 14. Therefore, the loss when the diode 23 is energized can be reduced. When the on-vehicle battery 14 stores predetermined DC power, the voltage of the on-vehicle battery 14 becomes a predetermined value, and the current detected by the current detector 25 is equal to or less than a predetermined value. The control unit 21 opens the contactor 24 when the current detected by the current detector 25 is less than or equal to a predetermined value. On the other hand, when the on-vehicle control unit 22 determines that the voltage of the on-vehicle battery 14 is a predetermined voltage and has stored a predetermined DC power, the control unit 21 notifies the content ' and opens the on-vehicle DC breaker 20 . Thereby, the control unit 21 opens the contactor 24, sets the output voltage of the charger 17 to zero, opens the AC breaker 16 and ends the charging. Here, although the charging has ended, for example, when the on-vehicle DC breaker 20 of the electric vehicle 12 is not turned on, although the voltage of the in-vehicle battery 14 is applied to the charger 17', the voltage formed as the in-vehicle battery 14 is greater than the charger 17 at this time. In the state of the output voltage, the current is reversed from the on-vehicle battery 14 to the operation of the charger 7. In this process, the output current of the charger 17 is less than or equal to a predetermined value, so that the control unit 21 is in open contact. 24. Further, the control unit 24 opens the contactor 24 in conjunction with the AC breaker 16 or the like even when an abnormality such as an overcurrent is detected in the internal state of the charger 7. Therefore, even if the in-vehicle DC circuit breaker 20 is not turned on, the charger 17 can be prevented from flowing back by the on-vehicle battery 14 by the diode 23, and the charger 17 can be protected. On the other hand, when the contactor 24 is turned off, when the current of the on-vehicle battery 14 by the charger 17 is excessively large, the on-vehicle DC breaker 20 of the electric vehicle 12 is blocked to protect the on-vehicle battery 1 4 . As described above, when the battery 17 is energized by the charger 17, the contactor 24 is closed and the diode 23 is bypassed, so that the loss when the diode 23 is energized can be reduced. Further, when the voltage of the on-vehicle battery 14 is increased, since the output current of the charger 17 is temporarily below the predetermined value, the contactor 24 is opened, and the reverse current from the on-vehicle battery 14 is blocked by the diode 23. In the above description, when the output current of the charger 17 is more than a predetermined threshold, the contactor 24 is turned off, but the contactor 24 may be turned off when the output voltage of the charger 17 exceeds the voltage of the vehicle battery 14, when the charger When the output voltage of 1 7 is less than the voltage of the vehicle battery 14 4, the contactor 24 is opened. According to the embodiment of the present invention, when the charger 7 is energized to the on-vehicle battery 14, the contactor 24 is turned off and the diode 23 is bypassed, so that the loss due to the diode 23 during charging can be reduced. The diode 23 is not a non-loaded element. For example, when a current of more than 100 A is supplied, although loss occurs and the charging efficiency is lowered, the loss can be prevented. In addition, -11 - 201105526 causes the diode 23 to generate heat based on the loss due to the energization current of the diode 23, so that the possibility of cooling the diode 23 itself may be eliminated without the contactor 24. However, when the battery 17 is energized by the charger 17, the contactor 24 is closed and the diode 23 is bypassed. Therefore, the cooling device of the diode can be omitted, and the charging efficiency can be improved. BRIEF DESCRIPTION OF THE DRAWINGS Fig. 1 is a configuration diagram of a charging system for an electric vehicle according to an embodiment of the present invention. Fig. 2 is a view showing a configuration of an example of a conventional charging system for an electric vehicle. Fig. 3 is a view showing the configuration of another example of a conventional charging system for an electric vehicle. [Description of main components] 1 1 : Charging system for electric vehicles 1 2 : Electric vehicle 13 : Connector 1 4 : Vehicle battery 1 5 : AC power supply 1 6 : AC breaker 17 : Charger 1 8 : Battery 1 9 : DC circuit breaker -12- 201105526 20: Vehicle DC circuit breaker 2 1 : Control unit 22: Vehicle control unit 23: Diode 24: Contactor 2 5: Current detector-13