WO2011065037A1 - Système de charge, chargeur, corps mobile à commande électrique, procédé pour la charge de batterie pour un corps mobile à commande électrique - Google Patents

Système de charge, chargeur, corps mobile à commande électrique, procédé pour la charge de batterie pour un corps mobile à commande électrique Download PDF

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Publication number
WO2011065037A1
WO2011065037A1 PCT/JP2010/055730 JP2010055730W WO2011065037A1 WO 2011065037 A1 WO2011065037 A1 WO 2011065037A1 JP 2010055730 W JP2010055730 W JP 2010055730W WO 2011065037 A1 WO2011065037 A1 WO 2011065037A1
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Prior art keywords
charging
line
power supply
charger
conduction
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PCT/JP2010/055730
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English (en)
Japanese (ja)
Inventor
姉川　尚史
博臣 舩越
武史 灰田
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東京電力株式会社
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Publication of WO2011065037A1 publication Critical patent/WO2011065037A1/fr

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
    • B60L3/0069—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to the isolation, e.g. ground fault or leak current
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
    • B60L3/003—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to inverters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
    • B60L3/0046—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to electric energy storage systems, e.g. batteries or capacitors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/10—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles characterised by the energy transfer between the charging station and the vehicle
    • B60L53/14—Conductive energy transfer
    • B60L53/18—Cables specially adapted for charging electric vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/30—Constructional details of charging stations
    • B60L53/305—Communication interfaces
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/12—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to state of charge [SoC]
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2210/00—Converter types
    • B60L2210/30—AC to DC converters
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/42—Methods or arrangements for servicing or maintenance of secondary cells or secondary half-cells
    • H01M10/44—Methods for charging or discharging
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
    • Y02E60/00—Enabling technologies; Technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02E60/10—Energy storage using batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/12—Electric charging stations
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/14—Plug-in electric vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/16—Information or communication technologies improving the operation of electric vehicles

Definitions

  • 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.
  • a charging system described in Patent Document 1 As a technique for charging an in-vehicle battery of an electric vehicle.
  • a charging cable connector hereinafter referred to as a charger-side connector
  • 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.
  • 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.
  • 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.
  • the charge control sequence may not start or end normally until the communication error is recovered.
  • 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.
  • 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.
  • 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.
  • 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
  • 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.
  • 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.
  • FIG. 1 is a schematic configuration diagram of a charging system according to an embodiment of the present invention.
  • the charging system includes a charger 100 and an electric vehicle 200.
  • 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).
  • ELB leakage breaker
  • the charging cable 101 accommodates a pair of charging lines 1011, a pair of communication lines 1012, and a control line 1013.
  • the charging line 1011 is a power line for supplying charging power to the electric vehicle 200
  • 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.
  • charging line 1011, 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).
  • 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.
  • 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.
  • the charger side connector 102 is already attached to the vehicle side connector 202 described later by the operator.
  • control unit 106 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). .
  • 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.
  • 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.
  • control unit 106 waits for the advance preparation confirmation signal from the photocoupler 110 to be turned on (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
  • 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).
  • the control unit 106 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
  • 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.
  • 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.
  • the control unit 106 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
  • control unit 106 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.
  • 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
  • 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.
  • the charging line 2011 is a power line for receiving supply of charging power from the charger 100
  • 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.
  • the vehicle-side connector 202 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.
  • the relay 207 is an A contact that is normally open.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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,
  • V2CC potential positive electrode
  • 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.
  • the control unit 205 determines whether the connector connection confirmation signal from the photocoupler 212 is turned on (S202).
  • the connector connection confirmation signal from the photocoupler 212 is off (NO in S202)
  • 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.
  • 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).
  • 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.
  • 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).
  • 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).
  • 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
  • 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.
  • 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).
  • 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).
  • 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.
  • 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).
  • a predetermined value for example, full charge, 80% charge, etc.
  • 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.
  • 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.
  • 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.
  • 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). .
  • 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.
  • the control unit 205 determines 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.
  • 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.
  • 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.
  • 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).
  • 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).
  • 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.
  • the control unit 205 closes the relay 208 and supplies the driving power from the charger 100 to the relay 207.
  • 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).
  • 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.
  • 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).
  • 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.
  • 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).
  • 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).
  • the control unit 106 notifies the operator that the charging is normally completed (S320).
  • the control unit 205 notifies the operator that the charging is normally completed (S321).
  • 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.
  • 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.
  • 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).
  • 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).
  • 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).
  • the control unit 205 notifies the operator that charging has ended abnormally due to a problem on the charger 100 side (S337).
  • 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.
  • 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.
  • 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).
  • 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).
  • the control unit 106 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).
  • control unit 205 notifies the operator that charging has ended abnormally due to a problem on the electric vehicle 200 side (S358).
  • the charger 100 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • charger 100 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.
  • 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).
  • 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.
  • the charger 100 when the advance preparation confirmation signal is turned on, the relay 109 is closed.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • the charger 100 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.
  • 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.
  • the other relay 109 is opened before one of the relays, and only the charging start signal is turned off.
  • 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.
  • 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.
  • 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.
  • other means that can detect the line conduction state such as a current sensor and a voltage sensor, may be used.
  • an emitter load photocoupler is used as the photocoupler 209, 210, 212.
  • a collector load photocoupler may be used as the photocoupler 209, 210, 212.
  • the polarities of the output signals from the photocouplers 209, 210, and 212 are opposite to those 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.
  • 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
  • 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.

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  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Charge And Discharge Circuits For Batteries Or The Like (AREA)
  • Secondary Cells (AREA)

Abstract

La présente invention concerne une technique capable de permettre de démarrer et de compléter de manière fiable une séquence de commande de charge même lors de la survenance d'une erreur de communication due au bruit et capable d'ouvrir un relais de manière fiable sauf pendant la charge. Outre, des lignes de charge (1011, 2011) utilisées pour alimenter le courant de charge depuis un chargeur (100) vers un véhicule électrique (200) et des lignes de communications (1012, 2012) utilisées pour l'échange d'une valeur de spécification de courant de charge entre le chargeur (100) et le véhicule électrique (200), sont également prévues des lignes d'alimentation de commande (1014, 2014) utilisées pour alimenter une énergie de commande depuis une alimentation à système de commande (107) vers un relais (207) disposé entre la ligne de charge (2011) et une batterie embarquée sur le véhicule (203). Grâce à la commande de motifs de conduction de la ligne d'alimentation de commande (2014), il est possible non seulement d'effectuer l'ouverture et la fermeture du relais (207), mais également l'échange de signaux de début et de fin d'une séquence de commande de charge entre le chargeur (100) et le véhicule électrique (200).
PCT/JP2010/055730 2009-11-27 2010-03-30 Système de charge, chargeur, corps mobile à commande électrique, procédé pour la charge de batterie pour un corps mobile à commande électrique WO2011065037A1 (fr)

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JP2009-269683 2009-11-27
JP2009269683A JP2011114962A (ja) 2009-11-27 2009-11-27 充電システム、充電器、電動移動体、および電動移動体用バッテリの充電方法

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