JP2011114961A - Charging system, charger, electric vehicle, and battery charging method for electric vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To more smoothly start charging in compliance with the specifications of both a charger and a battery to be charged. <P>SOLUTION: Before starting charging a vehicle-mounted battery 203, a control unit 205 of an electric vehicle 200 and a control unit 106 of the charger 100 exchange battery information indicating the performance of the battery and charger information indicating the performance of the charger via communication lines 2012, 1012, and determine charging conditions for satisfying both the specifications of the vehicle-mounted battery 203 and the charger 100. The control unit 205 of the electric vehicle 200 imparts a charging current command value satisfying the charging conditions to the control unit 106 of the charger 100 via the communication lines 2012, 1012, and the control unit 106 of the charger 100 determines timing of supply stop of charging power corresponding to the charging current command value to be imparted from the electric vehicle 200 on the basis of the charging conditions. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

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

  As a technique for charging an in-vehicle battery of an electric vehicle, there is a charging system described in Patent Document 1. 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, a charging reference value (maximum voltage value, current value, etc.) determined according to this charging pattern is Sequentially transmitted to the charger via the communication line. 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 charging reference value sequentially received from the electric vehicle via the communication line. If the charging reference value from the electric vehicle exceeds the specification of the charger, the charger transmits its own specification information (maximum voltage, maximum current) to the electric vehicle. The charge reference value is calculated again based on the above and the charge reference value is retransmitted to the charger.

  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

  In the charging system described in Patent Document 1, the electric vehicle is unilaterally charged with a charging reference value determined based on its own specifications on the premise that the charger has specifications corresponding to the specifications of the on-vehicle battery. Send to. For this reason, this charge reference value may exceed the specifications of the charger. In this case, the electric vehicle recalculates the charging reference value in consideration of the specification information of the charger, and retransmits it to the charger. Further, Patent Document 1 does not specifically disclose how the charger specification information is considered.

  The present invention has been made in view of the above circumstances, and an object of the present invention is to provide a charging system that can more smoothly start charging that conforms to the specifications of both the charger and the battery to be charged. It is in.

  In order to solve the above problem, in the present invention, before the charging of the battery of the electric mobile body, the control unit on the electric mobile body side and the control unit on the charger side control the performance of the battery via the communication line. The battery information to be represented and the charger information to represent the performance of the charger are exchanged with each other to determine a charging condition that satisfies both the performance of the battery and the performance of the charger. After determining the charging condition, the control unit on the electric vehicle side gives a charging current instruction value that satisfies the charging condition to the control unit on the charger side via the communication line. The control unit on the charger side supplies the charging power corresponding to the charging current instruction value, and determines the supply stop timing of the charging power based on the charging condition.

For example, the present invention is a charging system comprising: an electric vehicle that outputs a charging current instruction value; and a charger that supplies charging power corresponding to the charging current instruction value to a battery of the electric vehicle. ,
Communication means for communicating with the electric vehicle via a communication line;
When the communication means receives battery information representing the performance of the battery, the constraint condition that satisfies both the performance of the battery and the corresponding performance of the charger is determined as a charging condition that gives the supply stop timing of the charging power. And charging means that represents the performance of the charger, the control means for transmitting from the communication means to the electric vehicle,
The electric vehicle is
Mobile-side communication means for communicating with the charger via the communication line;
Before the supply of the charging power is started, the battery information is transmitted from the mobile communication means to the charger, and when the mobile communication means receives the charger information, the performance represented by the charger information and the Mobile unit control means for determining a constraint condition that satisfies both the battery performance and the charge condition that the charge current instruction value should satisfy.

  According to the present invention, before the start of charging, negotiation is performed between the electric vehicle equipped with the battery and the charger, and charging conditions satisfying the specifications of both the battery and the charger are determined. According to the conditions, charging that conforms to the specifications of both the charger and the battery can be started more smoothly.

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. 7A is a flowchart of the negotiation process (S102) of FIG. 2, and FIG. 7B is a flowchart of the negotiation process (S203) of FIG. FIG. 8 is a flowchart of the negotiation process (S203) of FIG. 3 according to another embodiment of the present invention.

  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 illustrated, 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 of the charging cable 101 and includes terminals of each line (charging line 1011, communication line 1012, and 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 charge start instruction from the operator, inputs this instruction to the control unit 106, and outputs information such as a message to the operator according to 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 execute the negotiation process of FIG. 7A with the electric vehicle 200 via the communication line 1012 (S102), and the charger 100 and the electric vehicle Charge conditions (charge current upper limit value, charge stop voltage value, charge stop time, etc.) that both of 200 can accept are determined. This negotiation process will be described later.

If it is determined that the charging condition negotiation has not been established (YES in S103), the control unit 106 opens the relay 108 and disconnects the positive drive power supply line 1014 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 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 has not been established (NO in S103), it 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 time-out (YES in S104), the control unit 106 closes the relay 109 after the connector lock or the like, and drives the negative drive power supply 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” in the charging time parameter Time, and starts measuring the elapsed time from the start of charging (S106). In addition, the charging current instruction value sequentially transmitted from the electric vehicle 200 at a predetermined interval via the communication line 1012 and the communication unit 105 is received, and the magnitude of the charging current flowing through the charging line 1011 is the charging current instruction. The AC / DC converter 103 is controlled so as to be a value (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).

  FIG. 7A is a flowchart of the negotiation process (S102) of FIG.

  When the relay 108 is closed in S101 of FIG. 2, the control unit 106 receives battery information representing the performance of the in-vehicle battery from the electric vehicle 200 via the communication line 1012 (S1021). This battery information includes a maximum time during which the in-vehicle battery 203 can be continuously charged (maximum application possible time) and a maximum voltage value (maximum applicable voltage value) that can be applied to the in-vehicle battery 203.

  Control unit 106 compares the maximum applicable voltage value included in the battery information with the maximum output voltage value that charger 100 can output.

  As a result, if the maximum output voltage value of charger 100 is less than the maximum applicable voltage value of the battery information (NO in S1022), control unit 106 determines that in-vehicle battery 203 of electric vehicle 200 is not compatible with charger 100. Judgment is made (S1023), and the negotiation process is terminated as the negotiation is not established. The control unit 106 thereafter executes S117 in FIG.

  On the other hand, if the maximum output voltage value of charger 100 is equal to or greater than the maximum applicable voltage value of the battery information (YES in S1022), control unit 106 determines that in-vehicle battery 203 is compatible with charger 100 (S1024), The maximum applicable voltage of the battery information is set as the charge stop voltage (S1025).

  Further, the control unit 106 compares the maximum application time included in the battery information with the maximum charging time that the charger 100 can continuously charge, and determines a time with a small value among them as the charging stop of the charging condition. Set as time. Specifically, when the maximum charging time of the charger 100 is less than the maximum applicable time of the battery information (YES in S1026), the maximum charging time of the charger 100 is set as the charging stop time (S1027), When the maximum charging time of the charger 100 is equal to or longer than the maximum application time of battery information (NO in S1026), the maximum application time of battery information is set as the charging stop time of the charging condition (S1028).

  When the charging condition on the charger 100 side is determined in this way, the control unit 106 uses the charger information including the charging stop voltage and the charging stop time and the maximum output current value that can be supplied by the charger 100 for communication. It transmits to the electric vehicle 200 via the line 1012 (S1029), and ends the negotiation process. Note that the control unit 106 thereafter executes the processes after S104 in FIG.

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

  The electric vehicle 200 includes a vehicle-side connector 202, a vehicle-mounted 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 performs overall control of each unit of the electric vehicle 200.

  The control system power source 206 is a power source for supplying driving power to each unit of the communication / control system other than 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 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 preliminary preparation signal to the control unit 205 according to the open / close state of the relay 108 of the charger 100 that is connected to the connector. 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 a notification to the operator according to an instruction 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 preliminary 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, the negotiation process of FIG. 7B is executed with the charger 100 via the communication line 2012 (S203), and both the charger 100 and the electric vehicle 200 can be charged. The conditions (charge current upper limit value, charge stop voltage value, charge stop time, etc.) are determined. This negotiation process will be described later.

  Here, when the negotiation of the charging condition is not established (YES in S204), the control unit 205 displays a message indicating that the charger 100 is not compatible with the electric vehicle 200 from the user interface. An abnormal end notification is made (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 (NO in S204), the control unit 205 supplies an on-current to the input side of the photocoupler 211 and connects the preliminary preparation confirmation line 2015 to the ground 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 a 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).

  If an abnormality has occurred in electric vehicle 200 (YES in S209), control unit 205 opens 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.

  FIG. 7B is a flowchart of the negotiation process (S203) of FIG.

  The control unit 205 transmits battery information including the maximum applicationable time and the maximum applicationable voltage value of the in-vehicle battery 203 to the charger 100 via the communication unit 204 and the communication line 2012 (S2030).

  Thereafter, when the advance preparation start signal from the photocoupler 209 is turned off without receiving the charger information from the charger 100 (YES in S2031), the control unit 205 does not match the in-vehicle battery 203 with the charger 100. (S2032), the negotiation process is terminated as the negotiation is not established. Note that the control unit 205 thereafter executes the processes after S212 in FIG.

  On the other hand, when the controller 205 receives the charger information from the charger 100 via the communication unit 204 and the communication line 2012 while the advance preparation start signal from the photocoupler 209 is on (NO in S2031) ( S2033), it is checked whether or not the maximum applicationable time and the maximum applicationable voltage value included in the charger information are appropriate values. As a result, if the maximum applicationable time and the maximum applicationable voltage value are appropriate values, the control unit 205 determines that the in-vehicle battery 203 is compatible with the charger 100 (S2034). Then, the maximum output current value included in the charger information is compared with the maximum current value (maximum applicable current value) that can be applied to the in-vehicle battery 203 (S2035). Set as the upper limit. Specifically, when the maximum applicable current value of in-vehicle battery 203 is less than the maximum output current value of the charging information (YES in S2035), the maximum applicable current value of in-vehicle battery 203 is set as the charging current upper limit value. (S2036) When the maximum applicable current value of the on-vehicle battery 203 is equal to or greater than the maximum output current value of the charging information (NO in S2035), the maximum output current value of the charging information is set to the charging current upper limit value of the charging condition. (S2037).

  When the charging current upper limit value is determined in this way, the control unit 205 determines the charging current upper limit value, the maximum applicationable time and the maximum applicable voltage value of the charger information as charging conditions (S2038), and negotiation. As a result, the negotiation process is terminated. Note that the control unit 205 thereafter executes the processing from S205 onward in FIG.

  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 on-vehicle battery 203 of electric vehicle 200 ends normally in the charging system shown in FIG. 1.

  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 pre-preparation signal and the connector connection confirmation signal are on, the control unit 205 transmits battery information to the charger 100 via the communication lines 1012, 2012. As a result, the charging condition negotiation process 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 in accordance with 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 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 have the same processing as that 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 a 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, S301 to S314 have the same processing as that shown in FIG. 4, so only S350 and subsequent steps will be described.

  When charging the in-vehicle battery 203, in the electric vehicle 200, the control unit 205 opens the relay 208 when detecting the occurrence of an abnormality (an abnormality in the in-vehicle battery 203 or the like) on the electric vehicle 200 side (S350). 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.

  As described above, according to the present embodiment, the information exchange (negotiation process) is performed between the electric vehicle 200 and the charger 100 before the in-vehicle battery 203 is charged. In accordance with this charging condition (that is, without re-determining the current instruction value at the start of charging), both of the charger 100 and the in-vehicle battery 203 are determined. Charging that conforms to the specifications can be started more smoothly.

  In addition, regarding the in-vehicle battery 203 having a maximum applicable voltage value larger than the maximum output voltage value of the charger 100, the operator is notified that the charger 100 and the in-vehicle battery 203 are not compatible, and is excluded from the charging target. Therefore, it is possible to more reliably avoid the operator from charging with the charger 100 that is not suitable for the in-vehicle battery 203.

  In this 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 driving power, thereby starting the supply of charging power from the charger 100 to the in-vehicle battery 203. . 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. When the relay 207 is stopped, the charging line 2011 is disconnected from the in-vehicle battery 203.

  Therefore, according to the present embodiment, the conduction of driving power supply lines 1014 and 2014 provided separately from communication lines 1012 and 2012 is controlled by a sequence circuit, so that charger 100 and electric vehicle 200 can be connected. When the charging start signal and the charging end signal are exchanged between the charger 100 and the electric vehicle 200 due to a communication error or the like, communication using the communication lines 1012 and 2012 cannot be performed satisfactorily. However, 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. Thereby, in the electric vehicle 200, an on-current flows to the input side of the photocoupler 209, and the pre-preparation signal is turned on as a pre-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).

  In the present embodiment, when the advance preparation signal is turned on, the electric vehicle 200 performs information exchange (negotiation processing) with the charger 100 via the communication line 2012 to determine the charging condition. Thereafter, 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 charger 100, relay 109 is closed when the advance preparation confirmation signal is turned on. As a result, in the electric vehicle 200, the charge start signal is turned on as a charge start signal, and the relay 208 is closed with this as a trigger, and the charge 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 condition, 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 processes such as connector lock and self-test necessary for the operation are triggered by a signal for confirmation in advance, those processes are executed 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.

When the charging is normally completed, the charger 100 opens one of the two relays 108 and 109 together with the other relay 109 to _{connect the} positive drive power supply line 1014 to the V _1CC potential. Disconnect from. 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.

  In addition, this invention is not limited to said embodiment, Many deformation | transformation are possible within the range of the summary.

  For example, in the above embodiment, the charger 100 receives battery information from the electric vehicle 200, determines the compatibility between the charger 100 and the in-vehicle battery 203, and determines the charge stop voltage and the charge stop time. However, the electric vehicle 200 may perform at least one of these.

  FIG. 8 illustrates the negotiation process (S203) of FIG. 3 in the case where determination of compatibility between the charger 100 and the in-vehicle battery 203 and determination of the charge stop voltage and the charge stop time are performed on the electric vehicle 200 side. FIG. In this case, the charger 100 performs only S1209 (transmission of charger information) in FIG.

  In this case, the control unit 205 receives charger information indicating the performance of the charger 100 from the charger 100 via the communication unit 204 and the communication line 2012 (S2030A). This charging information includes a maximum output voltage, a maximum output current, and a maximum charging time.

  The control unit 205 compares the maximum applicable voltage value of the in-vehicle battery 203 with the maximum output voltage value included in the charger information (S1022A).

  As a result, if the maximum output voltage value of the charger information is less than the maximum applicable voltage value of the in-vehicle battery 203 (NO in S1022A), the control unit 205 determines that the charger 100 is not compatible with the in-vehicle battery 203 ( S2032A), a battery nonconformity notification is transmitted to the charger 100 via the communication line 2012, and the negotiation process is terminated as the negotiation is not established. Note that, on the charger 100 side, the control unit 106 executes S117 in FIG.

  On the other hand, if the maximum output voltage value of the charger information is equal to or greater than the maximum applicable voltage value of in-vehicle battery 203 (YES in S1022A), control unit 205 sets the maximum applicable voltage of in-vehicle battery 203 as the charge stop voltage. (S1025A). Further, the control unit 205 compares the maximum possible application time of the in-vehicle battery with the maximum charging time of the charger information (S1026A), and sets a small value as a charging stop time (S1027A, S1028A). . Then, a battery compatibility notification including a charge stop voltage and a charge stop time used as a charge end condition during charging of the in-vehicle battery 203 is transmitted to the charger 100 via the communication line 2012. Note that, on the charger 100 side, the control unit 106 executes the processing after S104 in FIG.

  Further, the maximum output current value of the charger information is compared with the maximum applicable current value of the in-vehicle battery 203 (S2035), and a current value having a small value is set as the charging current upper limit value (S2036, S2037). Then, the charging current upper limit value, the charging stop voltage, and the charging stop time are determined as charging conditions (S2039A), and the negotiation process is terminated as the negotiation is established.

  Further, in the above embodiment, when the charger 100 normally terminates charging, both the relays 108 and 109 are opened to simultaneously turn off the pre-preparation signal and the charging start signal, thereby causing abnormal charging. In the case of termination, the other relay 109 is opened before one relay 108 and only the charge start signal is turned off. However, on the contrary, when charging is normally terminated, when the other relay 109 is opened before only one relay 108 and only the charging start signal is turned off, and charging is terminated 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-described embodiment, an emitter load photocoupler is used as the photocouplers 209, 210, and 212, but a collector load photocoupler may be used as the photocouplers 209, 210, and 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

  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, 201 : 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 (8)

A charging system comprising: an electric vehicle that outputs a charging current instruction value; and a charger that supplies charging power corresponding to the charging current instruction value to a battery of the electric vehicle.
Communication means for communicating with the electric vehicle via a communication line;
When the communication means receives battery information representing the performance of the battery, a constraint that satisfies both the performance of the battery and the corresponding performance of the charger is determined as a charging condition that gives a supply stop timing of the charging power, Control means for transmitting charger information representing the performance of the charger from the communication means to the electric vehicle,
The electric vehicle is
Mobile-side communication means for communicating with the charger via the communication line;
Before starting the supply of the charging power, the battery information is transmitted from the mobile communication means to the charger, and when the mobile communication means receives the charger information, the performance represented by the charger information and the A charging system comprising: a moving body side control unit that determines a constraint condition that satisfies both the performance of the in-vehicle battery as a charging condition that the charging current instruction value should satisfy. The charging system according to claim 1,
The communication means includes
Receiving battery information including a maximum applicable voltage value of the battery;
The control means includes
The maximum applicable voltage value of the battery information is compared with the maximum output voltage value of the charger, and if the maximum applicable voltage value is larger than the maximum output voltage value of the charger, the battery is charged with the charging power. If it is determined that the battery is not to be supplied and the maximum applicable voltage value of the battery is equal to or less than the maximum output voltage value of the charger, the maximum applicable voltage of the battery is A charging system characterized by being determined as a charge stop voltage value. The charging system according to claim 1 or 2,
The communication means includes
Receiving battery information including a maximum chargeable time of the battery;
The control means includes
The maximum chargeable time of the battery information is compared with the maximum charge time of the charger, and the minimum value among the maximum chargeable time of the battery information and the maximum charge time of the charger is supplied to the charging power. A charging system characterized by being determined as a charge stop time of a charge condition that gives a stop timing. The charging system according to any one of claims 1 to 3,
The control means includes
Transmitting charger information including the maximum output current value of the charger to the electric vehicle via the communication means;
The moving body side control means includes
When the mobile communication means receives the charger information, the maximum output current value of the charger information is compared with the maximum applicable current value of the battery, and the maximum output current value of the charger information and The minimum value among the maximum applicable current values of the battery is set as the charging current upper limit value of the charging condition to be satisfied by the charging current instruction value, and the charging current instruction value not exceeding the charging current upper limit value is determined. A charging system characterized by that. A charging system comprising: an electric vehicle that outputs a charging current instruction value; and a charger that supplies charging power corresponding to the charging current instruction value to a battery of the electric vehicle.
Communication means for communicating with the electric vehicle via a communication line;
Before starting the supply of the charging power, the charging information representing the performance of the charger is transmitted from the communication means to the electric vehicle, and the communication means provides the charging power supply stop timing. When receiving a condition from the electric vehicle, control means for detecting the supply power supply stop timing based on the first charge condition during the supply of the charge power,
The electric vehicle is
Communication means for communicating with the charger via the communication line;
When the communication unit receives the charger information, both the performance represented by the charger information and the corresponding performance of the battery are the second charging conditions that the first charging condition and the charging current instruction value should satisfy. Control means for determining a constraint condition that satisfies the condition, transmitting the first charging condition from the communication means to the charger, and determining the charging current instruction value according to the second charging condition. Charging system characterized by   The charger according to any one of claims 1 to 5.   The electric vehicle according to any one of claims 1 to 5. A method for charging a battery for an electric mobile body in which an electric mobile body sequentially outputs a charging current instruction value and a charger supplies charging power corresponding to the charging current instruction value to the battery of the electric mobile body,
Before the start of supplying the charging power, the electric vehicle and the charger exchange battery information representing the performance of the battery and charger information representing the performance of the charger via a communication line, Determining a charging condition that satisfies both the performance indicated by the battery information and the performance indicated by the charger information;
After the determination of the charging condition, the electric vehicle determines the charging current instruction value according to the charging condition, and the charger determines the supply stop timing of the charging power while the charging power is being supplied. A method for charging a battery for an electric vehicle, characterized by:

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