WO2011065037A1

WO2011065037A1 - Charging system, charger, electric movable body, and method for charging battery for electric movable body

Info

Publication number: WO2011065037A1
Application number: PCT/JP2010/055730
Authority: WO
Inventors: 姉川　尚史; 博臣舩越; 武史灰田
Original assignee: 東京電力株式会社
Priority date: 2009-11-27
Filing date: 2010-03-30
Publication date: 2011-06-03
Also published as: JP2011114962A

Abstract

Provided is a technique capable of more reliably starting and completing a charging control sequence even when a communication error occurs due to noise and capable of reliably opening a relay except for during charging. In addition to charging lines (1011, 2011) used for supplying charging power from a charger (100) to an electric vehicle (200) and communication lines (1012, 2012) used for exchanging a charging current specification value between the charger (100) and the electric vehicle (200), provided are driving power supply lines (1014, 2014) used for supplying driving power from a control-system power supply (107) to a relay (207) disposed between the charging line (2011) and an in-vehicle battery (203). By controlling the conduction patterns of the driving power supply line (2014), not only the relay (207) is opened or closed, but also the starting and completion signals of a charging control sequence are exchanged between the charger (100) and the electric vehicle (200).

Description

Charging system, charger, electric vehicle, and battery charging method for electric vehicle

The present invention relates to a battery charging system, and more particularly to a charging control technique for a battery for an electric vehicle such as an electric vehicle.

There is a charging system described in Patent Document 1 as a technique for charging an in-vehicle battery of an electric vehicle. In this charging system, when charging, a charging cable connector (hereinafter referred to as a charger-side connector) provided in the charger is connected to a connector (hereinafter referred to as a vehicle-side connector) provided in the electric vehicle. The electric vehicles are connected to each other via a charging line and a communication line. Here, the electric vehicle stores a predetermined charging pattern according to the type of the on-vehicle battery, and during charging, the instruction value of the charging current determined according to the charging pattern is sequentially transmitted via the communication line. To the charger. On the other hand, the charger controls the charging current supplied to the in-vehicle battery of the electric vehicle via the charging line according to the instruction value sequentially received from the electric vehicle via the communication line. For this reason, according to this charging system, the vehicle-mounted battery can be charged by the charger according to the charging characteristics of the vehicle-mounted battery regardless of the type of the vehicle-mounted battery of the electric vehicle.

JP 2007-336778 A

By the way, there are many noise sources in chargers and electric vehicles. For example, when a communication error occurs between the charger and the electric vehicle due to the influence of such a noise source, the charge control sequence may not start or end normally until the communication error is recovered.

Also, a relay is usually arranged between the vehicle-side connector of the electric vehicle and the vehicle-mounted battery, and the voltage of the vehicle-mounted battery is applied to the terminal of the vehicle-side connector by opening this relay except during charging. It is devised not to be. The user forcibly disconnects the charger-side connector from the vehicle-side connector while the relay is in the closed state, for example, when the user accidentally moves the electric vehicle at a stage where the charge control sequence is not normally completed. Can be considered.

The present invention has been made in view of the above circumstances, and an object of the present invention is to more reliably start and end a charging control sequence even when a communication error due to noise occurs, and to connect a relay more than when charging is in progress. It is to provide a technology that can be surely opened.

In order to solve the above problem, in the present invention, charging power is supplied from the charger to the battery of the electric mobile body between the charger and the electric mobile body by mounting the charger side connector to the mobile body side connector. In addition to the charging line for charging and the communication line for exchanging the charging current instruction value between the charger and the electric vehicle, a charger is connected to the relay between the charging line and the battery of the electric vehicle. They are connected by a control line for supplying driving power. Controlling the continuity of this control line not only closes or opens the relay between the charging line and the battery of the electric vehicle, but also signals the start and end of the charge control sequence to the charger and the motor. Communicate with moving objects.

For example, the present invention is a charging system comprising an electric vehicle and a charger for charging a battery of the electric vehicle,
The charger is
A charger side connector for connecting a charging line, a communication line, and a control line to the electric vehicle; and
Charger-side communication means for receiving a charge current instruction value from the electric vehicle via the communication line;
Charging power supply means for supplying charging power to the battery via the charging line according to the charging current instruction value received by the charger-side communication means;
Drive power supply means for connecting the control line to a control system power supply before starting charging of the battery, and disconnecting the control line from the control system power supply after charging of the battery,
The electric vehicle is
By mounting the charger side connector, the mobile line side connector to which the charging line, the communication line, and the control line are connected,
A charging relay disposed between the charging line and the battery and closed by driving power supplied from the charger via the control line;
Mobile unit side communication means for transmitting the charging current instruction value to the electric vehicle through the communication line;
Charge start / end detection means for detecting a signal of charge start and charge end of the battery based on the conduction state of the control line.

According to the present invention, the charging start and end of charging of the in-vehicle battery are signaled by controlling the continuity of the control line provided separately from the communication line. Therefore, even when a communication error due to noise occurs, the charge control is performed. The sequence can be started and ended more reliably. In addition, since the driving power is supplied from the charger to the charging relay via the control line connected by mounting the charger side connector to the mobile body side connector, the charger side connector and the mobile body side connector are disconnected. In this state, the charging relay is reliably opened.

FIG. 1 is a schematic configuration diagram of a charging system according to an embodiment of the present invention. FIG. 2 is a flowchart for explaining the operation of the charger 100. FIG. 3 is a flowchart for explaining the operation of the electric vehicle 200. FIG. 4 is a sequence diagram for explaining a charging operation when charging of on-vehicle battery 203 of electric vehicle 200 ends normally in the charging system shown in FIG. 1. FIG. 5 is a sequence diagram for explaining a charging operation in the case where charging of the in-vehicle battery 203 of the electric vehicle 200 ends abnormally due to a problem on the charger 100 side in the charging system shown in FIG. FIG. 6 is a sequence diagram for explaining a charging operation in the case where charging of the in-vehicle battery 203 of the electric vehicle 200 ends abnormally due to a problem on the electric vehicle 200 side in the charging system shown in FIG.

Hereinafter, an embodiment of the present invention will be described.

FIG. 1 is a schematic configuration diagram of a charging system according to an embodiment of the present invention.

As shown in the figure, the charging system according to the present embodiment includes a charger 100 and an electric vehicle 200.

First, the charger 100 will be described.

The charger 100 includes a charging cable 101, a charger-side connector 102, an AC / DC converter 103, an ELB (leakage breaker) 104, a communication unit 105, a control unit 106, a control system power source 107, a

relay

108, 109, a photocoupler 110, and a user interface (not shown).

The charging cable 101 accommodates a pair of charging lines 1011, a pair of communication lines 1012, and a control line 1013. Here, the charging line 1011 is a power line for supplying charging power to the electric vehicle 200, and the communication line 1012 is a communication line for communicating with the electric vehicle 200. The control line 1013 includes a pair of drive power supply lines 1014, a preliminary preparation confirmation line 1015, a connector connection confirmation line 1016, and a ground potential line 1017 connected to the ground potential.

The charger-side connector 102 is attached to the tip end of the charging cable 101 and includes terminals of each line (charging line 1011, communication line 1012, control line 1013) accommodated in the charging cable 101. When the charger-side connector 102 is attached to a vehicle-side connector 202 (described later) of the electric vehicle 200, these terminals abut against corresponding terminals of the vehicle-side connector 202, respectively. Thereby, the charging line 1011, the communication line 1012, and the control line 1013 are electrically connected to the below-described charging line 2011, the communication line 2012, and the control line 2013 of the electric vehicle 200, respectively. .

The AC / DC converter 103 converts AC power supplied from the AC power supply 300 via the ELB 104 into DC power.

The ELB 104 is disposed between the AC power supply 300 and the AC / DC converter 103, and connects / disconnects the AC power supply 300 and the AC / DC converter 103.

The communication unit 105 communicates with the electric vehicle 200 via the communication line 1012 in accordance with a communication protocol such as CAN (Controller Area Network).

The control unit 106 performs overall control of each unit of the charger 100.

The control system power source 107 is a power source for supplying driving power to each unit of the communication / control system such as the communication unit 105, the control unit 106, the

relays

108 and 109, and the photocoupler 110. The control system power source 107 may be a battery or a power source generated by rectifying the AC supplied from the AC power source 300.

The relay 108 is disposed between the positive electrode (V _1CC potential) side of the control system power supply 107 and one drive power supply line 1014 (positive drive power supply line 1014), and is used for supplying positive drive power. Connection / disconnection of the line 1014 and the V _1CC potential is performed.

The relay 109 is arranged between the negative electrode (ground potential) side of the control system power supply 107 and the other drive power supply line 1014 (negative drive power supply line 1014), and the negative drive power supply line. Connection / disconnection between 1014 and the ground potential is performed.

The photocoupler 110 transmits a pre-preparation confirmation signal according to whether the pre-preparation confirmation line 1015 is conductive or not to the control unit 106. Specifically, the light emitting element on the input side is disposed between the V _1CC potential and the pre-preparation confirmation line 1015, and the pre-preparation confirmation line 1015 is turned on so that an on-current flows through the light emitting element on the input side. Then, the light receiving element on the output side outputs a preliminary preparation confirmation signal to the control unit 106.

The user interface receives an instruction such as a charging start instruction from the operator, inputs this instruction to the control unit 106, and outputs information such as a message to the operator in accordance with the instruction from the control unit 106. The user interface includes, for example, an operation panel, a display panel, a speaker, and the like.

FIG. 2 is a flowchart for explaining the operation of the charger 100.

Here, it is assumed that the charger side connector 102 is already attached to the vehicle side connector 202 described later by the operator.

First, when the control unit 106 receives a charge start instruction from the operator via the user interface, the control unit 106 _closes the relay 108 and connects the positive drive power supply line 1014 to the V _1CC potential (S101). .

Then, the control unit 106 controls the communication unit 105 to negotiate charging conditions (charging current upper limit value, charging stop voltage value, charging stop time, etc.) with the electric vehicle 200 via the communication line 1012. (S102). Specifically, the maximum output voltage value that the charger 100 can supply, the maximum output current value that the charger 100 can supply, the maximum charging time that the charger 100 can continuously charge, and the maximum application of the in-vehicle battery 203 The charger 100 and the electric vehicle 200 exchange the possible voltage value, the maximum applicable current value of the in-vehicle battery 203, and the maximum application time in which the in-vehicle battery 203 can be continuously charged. If the maximum applicable voltage of the automobile 200 can be supplied, the maximum applicable voltage value of the electric vehicle 200 is determined as the charge stop voltage value, and the charging current value and the charging time that are acceptable for both are determined as the charging current upper limit value. And determine the charging stop time.

For example, when the maximum output voltage value of the charger 100 is lower than the maximum applicable voltage value of the electric vehicle 200, the control unit 106 determines that negotiation of charging conditions is not established (YES in S103), opens the relay 108, and sets the positive electrode The driving power supply line 1014 on the side is disconnected from the V _1CC potential (S115). Thereby, the control unit 106 ends this flow without starting charging, and in the electric vehicle 200, the advance preparation signal from the photocoupler 209 is turned off. At this time, the control unit 106 may output a message indicating that the charger 100 is not compatible with the electric vehicle 200 from the user interface.

On the other hand, if it is determined that the charging condition negotiation is not established (NO in S103), the control unit 106 waits for the advance preparation confirmation signal from the photocoupler 110 to be turned on (S104).

Here, when the advance preparation confirmation signal from the photocoupler 110 does not turn on and time-out occurs after a predetermined time has elapsed (NO in S104), the control unit 106 determines that some abnormality has occurred in the electric vehicle 200. Then, the relay 108 is opened, and the positive drive power supply line 1014 is disconnected from the V _1CC potential (S115). Thereby, the control part 106 complete | finishes this flow, without starting charge. At this time, the control unit 106 may output a message indicating that charging cannot be started due to a problem on the electric vehicle 200 side from the user interface.

On the other hand, when the advance preparation confirmation signal from the photocoupler 110 is turned on before the timeout (YES in S104), the control unit 106 closes the relay 109 after the connector lock or the like, and supplies the driving power on the negative side. The line 1014 is connected to the ground potential (S105). Prior to closing of the relay 109, the control unit 106 performs a self test such as a short circuit test on a charging system such as the AC / DC conversion unit 103 and the charging line 1011. It may be opened and the drive power supply line 1014 on the positive electrode side may be disconnected from the V _1CC potential. Thereby, the control part 106 complete | finishes this flow, without starting charge. At this time, the control unit 106 may output a message indicating that charging cannot be started due to a problem on the charger 100 side from the user interface.

Then, the control unit 106 initializes the timer by setting the initial value “0” to the charging time parameter Time, and starts measuring the elapsed time from the start of charging (S106). Further, the control unit 106 receives charging current instruction values sequentially transmitted from the electric vehicle 200 at predetermined intervals via the communication line 1012 and the communication unit 105, and the magnitude of the charging current flowing through the charging line 1011. The AC / DC converter 103 is controlled so that the charging current instruction value becomes equal to (S107). Thereby, the electric vehicle 200 is charged.

Now, during charging of the electric vehicle 200, the control unit 106 determines whether or not a charging end condition determined by the charging condition is satisfied, whether or not an abnormality such as a failure of the charger 100, a power failure of the AC power supply 300, or the like occurs. It is monitored whether the advance preparation confirmation signal from the coupler 110 has been turned off (S108, S113, S118). Here, the control unit 106 monitors the voltage applied between the pair of charging lines 1011, the elapsed time from the start of charging, etc., and the magnitude of the voltage between the charging lines 1011 is determined by the charging condition. When the voltage value is reached, or when the elapsed time from the start of charging (the value of the charging time parameter Time) reaches the charging stop time defined by the charging condition, it is determined that the charging end condition is satisfied.

When the charging end condition is satisfied (YES in S108), the control unit 106 gradually decreases the output of the AC / DC conversion unit 103. Thereby, the supply of charging power from the charger 100 is stopped, and the charging of the electric vehicle 200 is ended (S109). Thereafter, the control unit 106 waits for a predetermined time to elapse from the timing when the charging current value flowing through the charging line 1011 becomes equal to or lower than the predetermined value, and then opens the relay 108 to drive the positive drive power supply line 1014. _Is disconnected from the V _1CC potential (S111). Thereby, the electric vehicle 200 is notified of the normal end of charging. The control unit 106 opens the relay 109 as well as the relay 108 (S112). And the control part 106 complete | finishes this flow, after performing predetermined processes, such as connector lock cancellation | release. At this time, the control unit 106 may output a message indicating that charging is normally completed from the user interface.

When an abnormality occurs in charger 100 (YES in S113), or when the advance preparation confirmation signal from photocoupler 110 is turned off (YES in S118), control unit 106 outputs the output of AC / DC conversion unit 103. Decrease immediately. Thereby, the charging power supply from the charger 100 is immediately stopped, and the charging of the electric vehicle 200 is terminated (S115). After that, the control unit 106 waits for a predetermined time to elapse and first opens only the relay 109 out of the two

relays

108 and 109 to disconnect the negative drive power supply line 1014 from the ground potential. (S116). This notifies the electric vehicle 200 of abnormal termination of charging. Then, the control unit 106 also opens the relay 108 and disconnects the drive power supply line 1014 on the positive side from the V _1CC potential (S117). And the control part 106 complete | finishes this flow, after performing the predetermined | prescribed process at the time of abnormal end. At this time, the control unit 106 outputs a message indicating that charging has ended abnormally due to a problem on the charger 100 side (when an abnormality has occurred in the charger 100) or a problem on the electric vehicle 200 side from the user interface. A message indicating that charging has ended abnormally may be output (when the advance preparation confirmation signal from the photocoupler 110 is turned off).

Referring back to FIG. 1, the electric vehicle 200 will be described.

The electric vehicle 200 includes a vehicle-side connector 202, an in-vehicle battery 203, a communication unit 204, a control unit 205, a control system power source 206, relays 207 and 208, photocouplers 209 to 212, a user interface (not shown). And).

The vehicle-side connector 202 includes terminals for a pair of charging lines 2011, a pair of communication lines 2012, and a control line 2013. Here, the charging line 2011 is a power line for receiving supply of charging power from the charger 100, and the communication line 2012 is a communication line for communicating with the charger 100. The control line 2013 includes a pair of driving power supply lines 2014, a preliminary preparation confirmation line 2015, a connector connection confirmation line 2016, and a ground potential line 2017 connected to the ground potential.

When the vehicle-side connector 202 is attached to the charger-side connector 102 of the charger 100, these terminals come into contact with the corresponding terminals of the charger-side connector 102, respectively. Thereby, as described above, the charging line 2011, the communication line 2012, and the control line 2013 are electrically connected to the charging line 1011, the communication line 1012, and the control line 1013 of the charger 100, respectively. Connected.

The in-vehicle battery 203 is a battery for supplying driving power to a driving system such as a motor and an inverter.

The communication unit 204 communicates with the charger 100 via the communication line 2012 according to a communication protocol such as CAN.

The control unit 205 controls each part of the electric vehicle 200 in an integrated manner.

The control system power source 206 is a power source for supplying driving power to each unit of the communication / control system excluding the relay 207, such as the communication unit 204, the control unit 205, the relay 208, and the photocouplers 209 to 212.

The relay 207 is disposed between the pair of charging lines 2011 and both polar sides of the in-vehicle battery 203, and connects / disconnects the in-vehicle battery 203 and the charging line 2011. Here, the relay 207 is an A contact that is normally open. When driving power is supplied from the charger 100 via the pair of driving power supply lines 2014, the relay 207 is closed using this as driving power, and the charging line 2011 is connected to the in-vehicle battery 203. The relay 207 used here has a switch on each of the positive electrode side and the negative electrode side of the in-vehicle battery 203, but has a switch only on either the positive electrode side or the negative electrode side of the in-vehicle battery 203. May be.

The relay 208 is arranged between one drive power supply line 2014 (negative-side drive power supply line 2014) and the relay 207, and connects / disconnects the drive power supply line 2014 and the relay 207. Thereby, the supply of driving power from the charger 100 to the relay 207 is controlled.

The photocoupler 209 transmits a pre-preparation signal according to the open / closed state of the relay 108 of the charger 100 being connected to the control unit 205. Specifically, the light emitting element on the input side is arranged between the other drive power supply line 2014 (positive drive power supply line 2014) and the ground potential, and the charger 100 connected to the connector is connected to the ground potential. When the positive driving power supply line 2014 is turned on by closing the relay 108 and an on-current flows through the light emitting element on the input side, the light receiving element on the output side outputs a preliminary preparation signal to the control unit 205.

The photocoupler 210 transmits a charging start signal according to the open / closed state of the two

relays

108 and 109 of the charger 100 being connected to the control unit 205. Specifically, the light emitting element on the input side is disposed between the positive and negative drive power supply lines 2014, and the positive side is closed by closing both

relays

108 and 109 of the charger 100 being connected to the connector. When the driving power supply line 2014 on the negative side and the negative side driving power supply line 2014 are respectively conducted and an on-current flows through the light emitting element on the input side, the light receiving element on the output side outputs a charge start signal to the control unit 205.

The photocoupler 211 conducts the pre-preparation confirmation line 1015 of the charger 100 being connected to the connector by supplying the on-current from the control unit 205. Specifically, the light receiving element on the output side is arranged between the preparatory confirmation line 2015 and the ground potential, and when the on-current from the control unit 205 flows to the light emitting element on the input side, Line 2015 is connected to ground potential.

The photocoupler 212 transmits a connector connection confirmation signal corresponding to the connection state between the charger-side connector 102 and the vehicle-side connector 202 to the control unit 205. Specifically, the light emitting element on the input side is disposed between the positive electrode ( _V2CC potential) side of the control system power supply 206 and the connector connection confirmation line 2016, and the charger side connector 102, the vehicle side connector 202, When the connector connection confirmation line 2016 is conducted due to the connection, an on-current flows through the light emitting element on the input side, a connector connection confirmation signal is output to the control unit 205.

The user interface outputs notifications to the operator according to instructions from the control unit 205. The user interface includes, for example, a display panel and a speaker.

FIG. 3 is a flowchart for explaining the operation of the electric vehicle 200.

This flow is started when the charger side connector 102 is attached to the vehicle side connector 202 by the operator.

When the pre-preparation signal from the photocoupler 209 is turned on (S201), the control unit 205 determines whether the connector connection confirmation signal from the photocoupler 212 is turned on (S202). When the connector connection confirmation signal from the photocoupler 212 is off (NO in S202), that is, when the charger-side connector 102 and the vehicle-side connector 202 are not properly connected, the control unit 205 is A predetermined abnormal termination notification such as outputting a message indicating that the charger-side connector 102 is not properly connected to the vehicle-side connector 202 is performed (S219). Then, this flow ends.

On the other hand, when the connector connection confirmation signal from the photocoupler 212 is also on (YES in S202), that is, when the charger-side connector 102 and the vehicle-side connector 202 are properly connected, the control unit 205 includes a communication unit. 204 is controlled, and charging conditions are negotiated with the charger 100 via the communication line 2012 (S204).

For example, when the advance preparation start signal from the photocoupler 209 is turned off without determining the charging condition (when the maximum applicable voltage value of the electric vehicle 200 is higher than the maximum output voltage value of the charger 100), the control is performed. The unit 205 determines that negotiation of the charging condition has not been established (YES in S204), and performs a predetermined abnormal end notification such as displaying a message that the charger 100 does not support the electric vehicle 200 from the user interface ( S212). Thereafter, the control unit 205 confirms that the connector connection confirmation signal from the photocoupler 212 is turned off (S213), and ends this flow.

On the other hand, when the negotiation of the charging condition is established and the charging condition is determined (NO in S204), the control unit 205 sends an on-current to the input side of the photocoupler 211 and grounds the preliminary preparation confirmation line 2015. Connect to the potential (S205). As a result, in the charger 100, the advance preparation confirmation line 1015 is conducted, and the advance preparation confirmation signal input from the photocoupler 110 to the control unit 106 is turned on.

The controller 205 performs a self-test such as a short-circuit test on a charging system such as the in-vehicle battery 203, the relay 207, and the charging line 2011 prior to connection of the preliminary preparation confirmation line 2015 to the ground potential. If not passed, this flow may be terminated without connecting the preliminary preparation confirmation line 2015 to the ground potential. At this time, the control unit 205 may perform an abnormal end notification such as outputting a message indicating that charging cannot be started due to a problem on the electric vehicle 200 side from the user interface. Thereafter, it waits for the charge start signal from the photocoupler 210 to turn on (S206).

Here, if the charging start signal from the photocoupler 210 does not turn on and times out due to the elapse of a predetermined time (NO in S206), the control unit 205 determines that some abnormality has occurred in the charger 100. Then, the on-current supply to the input side of the photocoupler 211 is stopped (S211). Thereby, in charger 100, the advance preparation confirmation signal from photocoupler 110 is turned off. In addition, the control unit 205 performs a predetermined abnormal termination notification such as outputting a message indicating that charging cannot be started due to a problem on the charger 100 side from the user interface (S212). Thereafter, the control unit 205 confirms that the connector connection confirmation signal from the photocoupler 212 is turned off (S213), and ends this flow.

On the other hand, when the charging start signal from the photocoupler 210 is turned on before the time-out due to the closing of the two

relays

108 and 109 of the charger 100 that is connected to the connector (YES in S206), the control unit 205 displays the relay 208. , And the driving power is supplied from the charger 100 to the relay 207 via the driving power supply line 2014. As a result, the relay 207 is closed, and charging power is supplied from the charger 100 to the in-vehicle battery 203 via the charging line 2011 (S207).

Thereafter, the control unit 205 transmits the charging current instruction value to the charger 100 via the communication unit 204 and the communication line 2012 at a predetermined interval while monitoring the voltage of the in-vehicle battery 203 (S208). Specifically, the control unit 205 first transmits the charging current upper limit value included in the charging condition to the charger 100 as an initial value, and then sequentially, the voltage value of the in-vehicle battery 203 and a predetermined charging pattern, etc. Based on the above, a current value equal to or lower than the charging current upper limit value included in the charging condition is determined as a charging current instruction value, and this charging current instruction value is transmitted to the charger 100. Thereby, the vehicle-mounted battery 203 is charged.

During charging of the in-vehicle battery 203, the control unit 205 monitors whether or not an abnormality has occurred in the electric vehicle 200 such as a failure of the in-vehicle battery 203 (S209), and measures the charging capacity of the in-vehicle battery 203 to charge the battery. It is monitored whether the capacity has reached a predetermined value (for example, full charge, 80% charge, etc.) (S214).

When an abnormality occurs in the electric vehicle 200 (YES in S209), the control unit 205 opens the relay 208 (S210). Thereby, the drive power supply to the relay 207 is stopped, the relay 207 is opened, and the in-vehicle battery 203 is disconnected from the charging line 2011. Further, the control unit 205 stops the supply of the on-current to the input side of the photocoupler 211 and disconnects the preliminary preparation confirmation line 2015 from the ground potential (S211). Thereby, in charger 100, the advance preparation confirmation signal input from photocoupler 110 to control unit 106 is turned off. Then, the control unit 205 performs a predetermined abnormal end notification such as outputting a message indicating that charging has ended abnormally due to a problem on the electric vehicle 200 side from the user interface (S212). Thereafter, the control unit 205 confirms that the connector connection confirmation signal from the photocoupler 212 is turned off (S213), and ends this flow.

When the charging capacity of the in-vehicle battery 203 reaches a predetermined value (YES in S214), the control unit 205 determines that the charging is finished, and opens the relay 208 (S215). Thereby, the drive power supply to the relay 207 is stopped, the relay 207 is opened, and the in-vehicle battery 203 is disconnected from the charging line 2011. Further, the control unit 205 stops the supply of the on-current to the input side of the photocoupler 211, and disconnects the preliminary preparation confirmation line 2015 from the ground potential (S216). Thereby, in charger 100, the advance preparation confirmation signal input from photocoupler 110 to control unit 106 is turned off.

After that, the charging start signal signal from the photocoupler 210 and the pre-preparation signal from the photocoupler 209 are turned off simultaneously, or only the charging start signal signal from the photocoupler 210 is turned off (S217). .

When the charging start signal from the photocoupler 210 and the preliminary preparation signal from the photocoupler 209 are simultaneously turned off (YES in S217), that is, when both the relay 108 and the relay 109 are turned off in the charger 100 Then, the control unit 205 determines that charging of the in-vehicle battery 203 has been normally completed, and performs a predetermined normal end notification such as outputting a message indicating that charging of the in-vehicle battery 203 has been normally completed from the user interface (S218). . Thereafter, the control unit 205 confirms that the connector connection confirmation signal from the photocoupler 212 is turned off (S213), and ends this flow.

On the other hand, when only the charging start signal signal from the photocoupler 210 is turned off (NO in S217), that is, when the relay 109 is turned off before the relay 108 in the charger 100, the control unit 205 It is determined that charging of the in-vehicle battery 203 has ended abnormally, and a predetermined abnormal end notification such as outputting a message indicating that charging has ended abnormally due to a problem on the charger 100 side is performed from the user interface (S212). Thereafter, the control unit 205 confirms that the connector connection confirmation signal from the photocoupler 212 is turned off (S213), and ends this flow.

Next, in the flow of the entire charging operation of the charging system according to the present embodiment, when charging ends normally, when charging ends abnormally due to a problem with the charger 100, and when charging ends abnormally due to a problem with the electric vehicle 200 A description will be given in the case of termination.

FIG. 4 is a sequence diagram for explaining a charging operation when charging of the on-vehicle battery 203 of the electric vehicle 200 is normally completed in the charging system shown in FIG.

When the charger-side connector 102 is correctly connected to the vehicle-side connector 202 (S301), in the electric vehicle 200, an on-current flows to the input side of the photocoupler 212, and the connector connection confirmation signal supplied to the control unit 205 is turned on. (S302).

Thereafter, in the charger 100, when the operator inputs a charging start instruction to the user interface (S303), the control unit 106 closes the relay 108 in response to the charging start instruction (S304), and the positive side drive power is supplied. Supply line 1014 is connected to the V _1CC potential. As a result, in the electric vehicle 200, an on-current flows to the input side of the photocoupler 209, and the advance preparation signal provided to the control unit 205 is turned on (S305).

In the electric vehicle 200, since both the preliminary preparation signal and the connector connection confirmation signal are on, the control unit 205 transmits the battery information to the charger 100 via the

communication lines

1012, 2012. Thereby, negotiation of a charging condition is started between the charger 100 and the electric vehicle 200 via the communication lines 1012, 2012 (S306).

Thereby, if the charging conditions (charging current upper limit value, charging stop voltage value, charging stop time, etc.) that can be accepted by both charger 100 and electric vehicle 200 are determined (negotiation is established), in electric vehicle 200, After confirming that there is no problem with the electric vehicle 200 by performing a self-test as necessary, the control unit 205 supplies an on-current to the input side of the photocoupler 211 (S307). Thereby, in the charger 100, an on-current flows to the input side of the photocoupler 110, and the advance preparation confirmation signal given to the control unit 106 is turned on (S308). After that, in the charger 100, the control unit 106 performs a self test as necessary to confirm that there is no problem with the charger 100, and then closes the relay 109 (S309) to drive the driving power on the negative side. Supply line 1014 is connected to ground potential. Thereby, in the electric vehicle 200, an on-current flows to the input side of the photocoupler 210, and a charge start signal signal given to the control unit 205 is turned on (S310). Then, in charger 100, control unit 106 sets the output start of AC / DC converting unit 103 to standby (S311).

In the electric vehicle 200, when the charging start signal is turned on after the charging condition is determined, the control unit 205 closes the relay 208 and supplies the driving power from the charger 100 to the relay 207. As a result, the relay 207 is closed and the charging line 2011 is connected to the in-vehicle battery 203, and supply of charging power from the charger 100 to the in-vehicle battery 203 is started (S312).

During charging of the in-vehicle battery 203, in the electric vehicle 200, the control unit 205 sequentially determines a charging current instruction value that is less than or equal to the charging current upper limit value of the charging condition based on the state of the in-vehicle battery 203 and a predetermined charging pattern, This charging current instruction value is transmitted to charger 100 via communication unit 204 and communication line 2012. On the other hand, in charger 100, control unit 106 controls the charging current flowing through charging line 1011 according to the charging current instruction value sequentially sent via communication line 1012 and communication unit 105. Thereby, the vehicle-mounted battery 203 is charged (S313).

Now, during the charging of the in-vehicle battery 203, in the charger 100, when an event that matches the charging end condition determined by the charging condition occurs (S314), the control unit 106 decreases the output of the AC / DC converting unit 103, and the charging output Is stopped (S315). Thereby, the supply of charging power from the charger 100 to the electric vehicle 200 is stopped. On the other hand, in the electric vehicle 200, the control unit 205 detects that the charge capacity of the in-vehicle battery 203 has reached a predetermined value (S316), and opens the relay 208. Thereby, the drive power supply to the relay 207 is stopped, the relay 207 is opened, and the vehicle-mounted battery 203 is disconnected from the charging line 2011 (S317).

After that, in the charger 100, the control unit 106 opens the relay 108 and the relay 109 after waiting for a predetermined time from the timing when the value of the charging current flowing through the charging line 1011 becomes equal to or lower than the predetermined value. The drive power supply line 1014 on the side is disconnected from the V _1CC potential (S318). Thereby, in the electric vehicle 200, the supply of the on-current to the input side of each of the

photocouplers

209 and 210 is stopped, and the preliminary preparation signal and the charge start signal are simultaneously turned off (S319).

Then, in the charger 100, the control unit 106 notifies the operator that the charging is normally completed (S320). On the other hand, in the electric vehicle 200, when the preliminary preparation signal and the charging start signal are turned off at the same time, the control unit 205 notifies the operator that the charging is normally completed (S321).

Thereafter, when the charger-side connector 102 is removed from the vehicle-side connector 202 (S322), the on-current flowing to the input side of the photocoupler 212 is stopped in the electric vehicle 200, and the connector connection confirmation signal is turned off (S323). .

FIG. 5 is a sequence diagram for explaining the charging operation in the case where charging ends abnormally due to a problem on the charger 100 side in the charging system shown in FIG.

Here, since S301 to S314 are the same as those shown in FIG. 4, only S330 and subsequent steps will be described.

When the in-vehicle battery 203 is being charged, in the charger 100, when the controller 106 detects the occurrence of an abnormality on the charger 100 side (failure of the charger 100, power failure of the AC power supply 300, etc.) (S330), the AC / DC converter 103 Is immediately reduced, the charging output is stopped (S331), and after waiting for a predetermined time, the relay 109 is opened, and the driving power supply line 1014 on the negative electrode side is disconnected from the ground potential (S332). ).

As a result, the charging power supply from the charger 100 to the electric vehicle 200 is stopped, so that the electric vehicle 200 detects that the charging current value flowing through the charging line 2011 has become a predetermined value or less (S332), and the relay 208 is opened. Thereby, the drive power supply to the relay 207 is stopped, the relay 207 is opened, and the vehicle-mounted battery 203 is disconnected from the charging line 2011 (S333). Further, the supply of the on-current to the input side of the photocoupler 210 is stopped, the pre-preparation signal is kept on, and only the charge start signal is turned off (S334).

Then, in the charger 100, the control unit 106 opens the relay 108, disconnects the positive drive power supply line 1014 from the _V1CC potential (S335), and charging is abnormal due to a problem on the charger 100 side. The operator is notified of the end (S336).

On the other hand, in the electric vehicle 200, when only the charging start signal is turned off, the control unit 205 notifies the operator that charging has ended abnormally due to a problem on the charger 100 side (S337).

Thereafter, when the charger-side connector 102 is removed from the vehicle-side connector 202 (S338), in the electric vehicle 200, the supply of the on-current to the input side of the photocoupler 212 is stopped, and the connector connection confirmation signal is turned off ( S339).

FIG. 6 is a sequence diagram for explaining the charging operation in the case where charging ends abnormally due to a problem on the electric vehicle 200 side in the charging system shown in FIG.

Here, since S301 to S314 are the same as those shown in FIG. 4, only S350 and subsequent steps will be described.

During charging of the in-vehicle battery 203, in the electric vehicle 200, when the controller 205 detects the occurrence of an abnormality (an abnormality in the in-vehicle battery 203 or the like) on the electric vehicle 200 side (S350), the relay 208 is opened. As a result, the supply of driving power to the relay 207 is stopped, the relay 207 is opened, and the charging line 2011 is disconnected from the in-vehicle battery 203 (S351). Then, the control unit 205 stops the supply of the on-current to the input side of the photocoupler 211, and disconnects the advance preparation confirmation line 2015 from the ground potential (S352). Thereby, in the charger 100, the supply of the on-current to the input side of the photocoupler 110 is stopped, and the advance preparation confirmation signal is turned off (S353).

In the charger 100, when the advance preparation confirmation signal is turned off, the control unit 106 immediately decreases the output of the AC / DC conversion unit 103 and stops the charging output (S354). Further, the control unit 106 waits for the elapse of a predetermined time to open the relay 109, and disconnects the driving power supply line 1014 on the negative electrode side from the ground potential (S355). Then, the relay 108 is opened, and the positive electrode side of the drive power supply line 1014 is disconnected from the V _1CC potential (S356). Then, the control unit 106 notifies the operator that charging has ended abnormally due to a problem on the electric vehicle 200 side (S357).

On the other hand, also in the electric vehicle 200, the control unit 205 notifies the operator that charging has ended abnormally due to a problem on the electric vehicle 200 side (S358).

Thereafter, when the charger-side connector 102 is removed from the vehicle-side connector 202 (S359), in the electric vehicle 200, the supply of the on-current to the input side of the photocoupler 212 is stopped, and the connector connection confirmation signal is turned off ( S360).

The embodiment of the present invention has been described above.

In the present embodiment, when charging is started, the charger 100 closes the two

relays

108 and 109 and connects the drive power supply line 1014 to the control system power source 107. As a result, in the electric vehicle 200, an on-current is supplied to the input side of the photocoupler 210, so that the charge start signal is turned on as a charge start signal. In response to this signal, the electric vehicle 200 closes the relay 208 and closes the relay 207 by starting the supply of drive power, whereby supply of charging power from the charger 100 to the in-vehicle battery 203 is started. To do. On the other hand, when charging is terminated, the charger 100 opens at least one of the two

relays

108 and 109 and disconnects the drive power supply line 1014 from the control system power supply 107. As a result, in the electric vehicle 200, the supply of the on-current to the input side of the photocoupler 210 is stopped, and at least the charge start signal is turned off as a charge end signal, and the drive power is supplied from the charger 100. The relay 207 is opened by the stop, and the charging line 2011 is disconnected from the in-vehicle battery 203.

Therefore, according to the present embodiment, the charger 100 and the electric vehicle are controlled by controlling the conduction of the drive

power supply lines

1014 and 2014 provided separately from the

communication lines

1012 and 2012 by the interlock sequence circuit. Since the charging start signal and the charging end signal are signaled with 200, communication using the

communication lines

1012, 2012 cannot be satisfactorily performed between the charger 100 and the electric vehicle 200 due to a communication error or the like due to noise. Even in this case, the charging control sequence can be started and ended smoothly and reliably without waiting for the recovery of the communication error. In addition, if the charger 100 performs a connector lock, a self-test, and the like and then sends a signal to start charging to the electric vehicle 200, the charger 100 can reliably complete the necessary processing before starting charging. After that, charging can be started.

In addition, since the driving power is supplied from the charger 100 to the relay 207 via the driving

power supply lines

1014 and 2014 connected when the charger-side connector 102 is attached to the vehicle-side connector 202, the charger-side connector In a state where 102 and the vehicle-side connector 202 are disconnected, the relay 207 is reliably opened. For this reason, even if the user forcibly disconnects the charger-side connector from the vehicle-side connector by moving the electric vehicle accidentally when the charge control sequence has not ended, the relay is automatically relayed. 207 is reliably opened.

In this embodiment, when charging is started, charger 100 continuously closes two

relays

108 and 109. Specifically, when pre-preparation for charging is started, one of the relays 108 is closed and the positive drive power supply line 1014 is connected to the V _1CC potential. As a result, in the electric vehicle 200, an on-current flows to the input side of the photocoupler 209, and the advance preparation signal is turned on as a preparation signal. Thereafter, when charging is started, the other relay 109 is closed, and the driving power supply line 1014 on the negative electrode side is connected to the ground potential. Thereby, in the electric vehicle 200, an on-current flows to the input side of the photocoupler 210, and the charge start signal is turned on as a charge start signal.

For this reason, according to the present embodiment, the charger 100 controls the conduction of the driving power supply line 1014 on the positive electrode side and the negative electrode side separately, so that an electrical signal is prepared in advance of a signal for starting charging. It can be sent to the car 200. The electric vehicle 200 prepares for communication using the communication line 1012 and the communication unit 105 in response to the advance preparation signal notified prior to the charge start signal, and exchanges information with the charger 100 ( Negotiation process).

Further, in the present embodiment, when the advance preparation signal is turned on, the electric vehicle 200 exchanges information (negotiation of charging conditions) with the charger 100 via the communication line 2012, and charging conditions Then, an on-current is supplied to the input side of the photocoupler 211 to connect the preliminary preparation confirmation line 2015 to the ground potential. Thereby, in the charger 100, an on-current flows to the input side of the photocoupler 110, and the advance preparation confirmation signal is turned on as a preparation preparation confirmation signal. On the other hand, in the charger 100, when the advance preparation confirmation signal is turned on, the relay 109 is closed. As a result, in the electric vehicle 200, the charging start signal is turned on as a charging start signal, and the relay 208 is closed and the charging line 2011 is connected to the in-vehicle battery 203.

Therefore, according to the present embodiment, electric vehicle 200 sends a signal for confirmation of advance preparation to charger 100 after determining the charging conditions, and charger 100 starts charging after receiving the signal for confirmation of advance preparation. Therefore, the charging start signal can be prevented from being sent from the charger 100 to the electric vehicle 200 before the charging condition is determined. For this reason, in the electric vehicle 200, the in-vehicle battery 203 can remain disconnected from the charging line 2011 until the charging condition is determined, and the in-vehicle battery 203 is erroneously charged before the charging condition is determined. The possibility that the situation will occur can be reduced. In addition, the electric vehicle 200 performs a process such as a self-test required before the start of charging, after determining the charging conditions, and before sending a signal for confirmation of advance preparation to the charger 100. If the processing such as connector lock and self-test necessary for the vehicle is performed in response to a signal for confirmation in advance, the processing is performed until the in-vehicle battery 203 and the charger 100 are not compatible. Can be prevented.

Further, in the present embodiment, when the charger-side connector 102 is correctly connected to the vehicle-side connector 202, the connector connection confirmation line 2016 is conducted, and an on-current flows to the input side of the photocoupler 212 so that the connector is connected. The confirmation signal is turned on. In the electric vehicle 200, when both the preliminary preparation signal and the connector connection confirmation signal are ON, that is, when two terminals arranged at different positions on the vehicle-side connector 202 are securely connected to the corresponding terminals. Only when an on-current flows to the input side of the photocoupler 211, the preliminary preparation confirmation line 2015 is connected to the ground potential. On the other hand, in the charger 100, the charge control sequence is performed only when an on-current flows to the input side of the photocoupler 110 due to the grounding of the advance preparation confirmation line 2015 in the electric vehicle 200 and the advance preparation confirmation signal is turned on. Continue, otherwise the charge control sequence is aborted.

Therefore, according to the present embodiment, the charging control sequence is continued only when the charger-side connector 102 is correctly connected to the vehicle-side connector 202, and charging is performed when the charger-side connector 102 is not correctly connected due to one piece or the like. The control sequence can be stopped.

Further, when the charging is normally completed, the charger 100 opens one of the two

relays

108 and 109 together with the other relay 109, and _{connects the} positive drive power supply line 1014 from the V _1CC potential. Disconnect. Thereby, in the electric vehicle 200, the supply of the on-current to the input side of each of the

photocouplers

209 and 210 is stopped, and the preliminary preparation signal and the charge start signal are simultaneously turned off. On the other hand, when the charging ends abnormally, the charger 100 opens the other relay 109 before one relay 108 and disconnects the driving power supply line 1014 on the negative electrode side from the ground potential. As a result, in the electric vehicle 200, only the supply of the on-current to the input side of the photocoupler 210 is stopped, the advance preparation signal is kept on, and only the charge start signal is turned off.

Therefore, according to the present embodiment, even when communication using the

communication lines

1012 and 2012 cannot be satisfactorily performed between the charger 100 and the electric vehicle 200 due to a communication error due to noise or the like, the charger 100. Uses the difference in the conduction state of the drive power supply line 1014 on the positive side and the negative side by changing the off timing of the two

relays

108 and 109 according to the charging end form (normal end, abnormal end) Then, it is possible to notify the electric vehicle 200 whether the charging is normally completed or abnormally terminated. For this reason, the charging control sequence can be smoothly terminated without waiting for the recovery of the communication error.

Note that the present invention is not limited to the above-described embodiment, and various modifications are possible within the scope of the gist.

For example, in the above embodiment, when the charger 100 normally terminates charging, both the

relays

108 and 109 are opened to simultaneously turn off the preliminary preparation signal and the charging start signal, thereby causing abnormal charging. To end the operation, the other relay 109 is opened before one of the relays, and only the charging start signal is turned off. However, on the contrary, when charging normally ends, the other relay 109 is opened before only one relay to turn off only the charging start signal, and when charging ends abnormally, The two

relays

108 and 109 may both be opened so that the preliminary preparation signal and the charge start signal are turned off simultaneously. In this case, the electric vehicle 200 determines that the charging is normally completed when only the charge start signal is turned off while the advance preparation signal is on, and the preparation signal and the charge start signal are simultaneously received. When it is turned off, it is determined that charging has ended abnormally due to a problem on the charger 100 side. Further, when simultaneously turning off the pre-preparation signal and the charging start signal, one relay 108 may be opened before the other relay 109.

Further, in the above-described embodiment, the electric vehicle 200 includes the positive drive power supply line 2014 and the ground potential, the positive drive power supply line 2014 and the negative side, and the V _2CC potential. The conductive state with the connector connection confirmation line 2016 is detected using the photocoupler 209, the photocoupler 210, and the photocoupler 212, respectively. However, instead of these

photocouplers

209, 210, and 212, other means that can detect the line conduction state, such as a current sensor and a voltage sensor, may be used.

In the above embodiment, an emitter load photocoupler is used as the

photocoupler

209, 210, 212. However, a collector load photocoupler may be used as the

photocoupler

209, 210, 212. However, in this case, the polarities of the output signals from the

photocouplers

209, 210, and 212 are opposite to those in the above embodiment.

In the above embodiment, the charging system for charging the in-vehicle battery 203 of the electric vehicle 200 with the charger 100 has been described. However, the present invention charges not only the electric vehicle 200 but also the mounted battery from an external power source. The present invention can be widely applied to an electric vehicle such as an electric vehicle having a function of

∙ Even if a communication error due to noise occurs, the charging control sequence can be started and ended more reliably, and can be applied as one of the technologies that can open the relay more reliably except during charging.

DESCRIPTION OF SYMBOLS 100: Charger, 101: Charging cable, 102: Charger side connector, 103: AC / DC conversion part, 104: ELB, 105: Communication part, 106: Control part, 107: Control system power supply, 108: Relay, 109: Relay , 110: photocoupler, 200: electric vehicle, 202: vehicle side connector, 203: vehicle-mounted battery, 204: communication unit, 205: control unit, 206: control system power supply, 207: relay, 208: relay, 209: photocoupler 210: Photocoupler 211: Photocoupler 212: Photocoupler 300: AC power supply 1011: Charging line 1012: Communication line 1013: Control line 1014: Drive power supply line 1015: Advance Preparation confirmation line, 1016: Connector connection confirmation line, 1017: Ground potential line, 20 1: charging line, 2012: communication line, 2013: control line, 2014: driving power supply line, 2015: Preparations for confirmation line, 2016: connector connection confirmation line, 2017: ground potential line

Claims

A charging system having an electric vehicle and a charger for charging a battery of the electric vehicle,
The charger is
A charger side connector for connecting a charging line, a communication line, and a control line to the electric vehicle; and
Charger-side communication means for receiving a charge current instruction value from the electric vehicle via the communication line;
Charging power supply means for supplying charging power to the battery via the charging line according to the charging current instruction value received by the charger-side communication means;
Drive power supply means for connecting the control line to a control system power supply before starting charging of the battery, and disconnecting the control line from the control system power supply after charging of the battery,
The electric vehicle is
By mounting the charger side connector, the mobile line side connector to which the charging line, the communication line, and the control line are connected,
A charging relay disposed between the charging line and the battery and closed by driving power supplied from the charger via the control line;
Mobile unit side communication means for transmitting the charging current instruction value to the electric vehicle through the communication line;
And a charge start / end detecting means for detecting a signal of charge start and charge end of the battery based on a conduction state of the control line.
The charging system according to claim 1,
The charger is
Having first and second control relays;
In the control line,
A drive power supply line that is connected to and disconnected from the positive electrode side of the control system power supply by the first control relay;
A drive power supply line that is connected to and disconnected from the negative electrode side of the control system power supply by the second control relay, and
The drive power supply means includes
Before the start of charge preparation, the first control relay is closed and the second control relay is opened,
After completion of the advance preparation, before the start of charging, close both the first control relay and the second control relay,
After the end of charging, open at least one of the first control relay and the second control relay,
The electric vehicle is
First conduction state detection means for detecting a conduction state of one drive power supply line of the control lines;
A second conduction state detection means for detecting a conduction state of the other drive power supply line of the control lines;
The charging start / end detecting means is
When the first conduction state detection unit detects conduction from the state in which the first conduction state detection unit and the second conduction state detection unit both detect non-conduction, a signal to start preparations in advance Detect as
When the second conduction state detection unit detects conduction from the state where the first conduction state detection unit detects conduction and the second conduction state detection unit detects non-conduction, Detect as a signal,
At least one of the first continuity detecting means and the second continuity detecting means detects non-conduction from a state where both the first continuity state detecting means and the second continuity state detecting means detect continuity. The charging system is characterized by detecting a case where the charging is completed as a signal of the end of charging.
The charging system according to claim 2,
The electric vehicle is
A third control relay disposed between the drive power supply line of one of the control lines and the charging relay;
A charge control unit for closing the third control relay when the charge start / end detection means detects the charge start signal,
The charge controller is
When the charge start / end detection means detects the signal for the start of pre-preparation, it transmits / receives information for determining the charging condition of the battery to / from the charger via the mobile communication means. ,
When the charging start end detecting means detects the charging start signal, the charging current instruction value determined based on the charging condition of the battery and the charging state of the battery is transmitted via the mobile communication means. To the instrument,
The charging power supply means includes
When the first control relay is closed while the second control relay is open by the drive power supply means, the electric vehicle and the battery via the charger-side communication means Send and receive information to determine charging conditions for
When both the first control relay and the second control relay are closed by the drive power supply means, the charge current instruction value is sent from the electric vehicle via the charger side communication means. A charging system characterized by receiving the signal.
The charging system according to claim 3,
The control line further includes a preliminary confirmation line.
The charge controller is
When transmission / reception of information for determining the charging condition of the battery is completed via the mobile communication means, a current is passed through the preliminary preparation confirmation line,
The drive power supply means includes
After the first control relay is closed with the second control relay open, the charging condition of the battery is determined with the electric vehicle via the charger-side communication means. When the current flows through the pre-preparation confirmation line, the second control relay is further closed.
The charging system according to claim 4,
The control line further includes a connector connection confirmation line connected to the ground potential,
The electric vehicle is
In-vehicle control system power supply,
A connector connection state detecting means for detecting a connection state between the mobile body side connector and the charger side connector based on a current flowing between the in-vehicle control system power supply and the connector connection confirmation line;
The charge controller is
When the charge start end detection means detects the signal for the advance preparation start and the connector connection state detection means detects the connection between the mobile body side connector and the charger side connector, the mobile body side Information for determining charging conditions for the charger and the battery is transmitted / received via a communication means.
The charging system according to claim 2,
The first conduction state detecting means is
Detecting the conduction state of the positive side of the drive power supply line based on the current flowing between the positive side of the drive power supply line and the ground potential;
The second conduction state detection means is
Based on the current flowing between the positive electrode side and the negative electrode side of the drive power supply line, the conduction state of the positive electrode side and the negative electrode side of the drive power supply line is detected,
The drive power supply means includes
When charging is terminated by the first termination mode, at least the first control relay is opened,
When charging is terminated by the second termination mode, the second control relay is opened before the first control relay,
The charging start / end detecting means is
Both the first continuity detection means and the second continuity detection means have detected non-conduction from the state where both the first continuity state detection means and the second continuity state detection means have detected continuity. Detect the case as a cue for the end of charging according to the first termination mode,
When the first conduction state detection unit and the second conduction state detection unit both detect conduction, only the second conduction detection unit detects non-conduction. The charging system is characterized in that it is detected as a cue of the end of charging by the.
The charging system according to claim 3,
The first conduction state detecting means is
Detecting the conduction state of the positive side of the drive power supply line based on the current flowing between the positive side of the drive power supply line and the ground potential;
The second conduction state detection means is
Based on the current flowing between the positive electrode side and the negative electrode side of the drive power supply line, the conduction state of the positive electrode side and the negative electrode side of the drive power supply line is detected,
The drive power supply means includes
When charging is terminated by the first termination mode, at least the first control relay is opened,
When charging is terminated by the second termination mode, the second control relay is opened before the first control relay,
The charging start / end detecting means is
Both the first continuity detection means and the second continuity detection means have detected non-conduction from the state where both the first continuity state detection means and the second continuity state detection means have detected continuity. Detect the case as a cue for the end of charging according to the first termination mode,
When the first conduction state detection unit and the second conduction state detection unit both detect conduction, only the second conduction detection unit detects non-conduction. The charging system is characterized in that it is detected as a cue of the end of charging by the.
The charging system according to claim 4,
The first conduction state detecting means is
Detecting the conduction state of the positive side of the drive power supply line based on the current flowing between the positive side of the drive power supply line and the ground potential;
The second conduction state detection means is
Based on the current flowing between the positive electrode side and the negative electrode side of the drive power supply line, the conduction state of the positive electrode side and the negative electrode side of the drive power supply line is detected,
The drive power supply means includes
When charging is terminated by the first termination mode, at least the first control relay is opened,
When charging is terminated by the second termination mode, the second control relay is opened before the first control relay,
The charging start / end detecting means is
Both the first continuity detection means and the second continuity detection means have detected non-conduction from the state where both the first continuity state detection means and the second continuity state detection means have detected continuity. Detect the case as a cue for the end of charging according to the first termination mode,
When the first conduction state detection unit and the second conduction state detection unit both detect conduction, only the second conduction detection unit detects non-conduction. The charging system is characterized in that it is detected as a cue of the end of charging by the.
The charging system according to claim 5,
The first conduction state detecting means is
Detecting the conduction state of the positive side of the drive power supply line based on the current flowing between the positive side of the drive power supply line and the ground potential;
The second conduction state detection means is
Based on the current flowing between the positive electrode side and the negative electrode side of the drive power supply line, the conduction state of the positive electrode side and the negative electrode side of the drive power supply line is detected,
The drive power supply means includes
When charging is terminated by the first termination mode, at least the first control relay is opened,
When charging is terminated by the second termination mode, the second control relay is opened before the first control relay,
The charging start / end detecting means is
Both the first continuity detection means and the second continuity detection means have detected non-conduction from the state where both the first continuity state detection means and the second continuity state detection means have detected continuity. Detect the case as a cue for the end of charging according to the first termination mode,
When the first conduction state detection unit and the second conduction state detection unit both detect conduction, only the second conduction detection unit detects non-conduction. The charging system is characterized in that it is detected as a cue of the end of charging by the.
The charger according to any one of claims 1 to 9.
The electric vehicle according to any one of claims 1 to 9.
A method for charging a battery for an electric vehicle that charges a battery of an electric vehicle connected to a charger via a charging line, a communication line, and a control line,
The charger connects the control line to a control system power supply before starting to charge the battery,
When the conduction state of the control line changes from non-conduction to conduction, driving power is supplied from the charger to the charging relay disposed between the charging line and the battery via the control line. The charging relay is closed, and the electric vehicle detects a charge start signal and starts transmitting a charging current instruction value to the charger via the communication line.
The charger controls charging power supplied to the battery via the charging line according to the charging current instruction value received from the electric vehicle via the communication line, and after charging of the battery is completed. Disconnecting the control line from the control system power supply;
When the conduction state of the control line transitions from conduction to non-conduction, the supply of the driving power from the control line to the charging relay stops, the charging relay opens, and the electric vehicle A method for charging a battery for an electric vehicle, characterized by detecting an end of charge.