Electric vehicle

Abstract

An electric vehicle according to the present disclosure includes at least one exchangeable battery, an electric motor for accessing electric power to and from the battery, a battery container including a container body having an opening through which the battery is inserted, and a cover body for opening / closing the opening of the container body, the locking device locks the lid of the battery container so that the lid cannot be opened in response to a request from the electric vehicle side, and the notification device notifies that the lid is locked when the locking device locks the lid so that the lid cannot be opened in response to a request from the electric vehicle side.

Description

Technical Field

[0001] The present disclosure relates to an electric vehicle capable of traveling based on power from an electric motor that stores and receives electric power from an exchangeable battery. Background Art

[0002] Currently, a battery electric vehicle having a battery chamber formed under the vehicle floor is known (for example, see Japanese Patent Application Laid-Open No. 2022-115495). In the battery chamber of the battery electric vehicle, a plurality of battery packs (batteries) with a maximum voltage of 50V or less are mounted, and the plurality of battery packs are connected in series or in parallel so as to be freely detachable from each other. In addition, a battery entrance and exit with an opening and closing door is formed next to the driver's seat of the battery electric vehicle. The operator can store a plurality of battery packs in the battery chamber or take a plurality of battery packs out of the battery chamber through the battery entrance and exit opened by the opening and closing door. Summary of the Invention

[0003] Here, it is preferred that the battery access door be locked and unable to be opened except when the battery pack is being removed or placed, to protect the battery pack and prevent contact with the battery pack. Furthermore, depending on the status of the battery pack or related equipment, it may be preferred that the battery access door be locked and unable to be opened even when a battery pack is being removed or placed (exchanged) to prevent contact with the battery pack. However, if the door is locked and unable to be opened when the battery pack is being removed or placed, the removal of the battery pack becomes impossible, and the operator may struggle to think of a response and be unable to take appropriate action.

[0004] Therefore, a main object of the present disclosure is to enable an operator to take appropriate measures when the lid of a battery container is locked and cannot be opened in response to a request from an electric vehicle at the time of battery replacement.

[0005] The electric vehicle of the present disclosure includes at least one exchangeable battery and an electric motor that exchanges power with the battery, and is capable of traveling based on power from the electric motor. The electric vehicle comprises: A battery container comprising a container body having an opening for inserting and removing the battery, and a cover for opening / closing the opening of the container body; A locking device for locking the cover so that it cannot be opened; and The notification device notifies that the cover is locked when the locking device locks the cover so as not to be opened in response to a request from the electric vehicle.

[0006] In the electric vehicle disclosed herein, when the locking device locks the lid of the battery container so that it cannot be opened in response to a request from the electric vehicle, the notification device notifies the operator that the lid is locked. The battery container houses a replaceable battery. Thus, an operator who wishes to replace the battery can use the notification from the notification device as a prompt to determine whether the lid of the battery container is locked by the locking device. As a result, when the lid of the battery container is locked so that it cannot be opened in response to a request from the electric vehicle at the time of battery replacement, the operator can take appropriate measures. For example, the operator can wait for the lock on the lid by the locking device to be released, or request repair of the battery without touching the battery. BRIEF DESCRIPTION OF THE DRAWINGS

[0007] Hereinafter, features, advantages, and technical and industrial significance of exemplary embodiments of the present invention will be described with reference to the accompanying drawings, in which like reference numerals denote like parts, wherein: Figure 1 is a schematic diagram showing the configuration of an electric vehicle disclosed herein; Figure 2 is a schematic diagram showing the structure of a battery container included in the electric vehicle of the present disclosure; Figure 3 is a perspective view showing a locking device for a battery container included in the electric vehicle of the present disclosure; Figure 4 is a control block diagram of the electric vehicle of the present disclosure; Figure 5 is a timing chart for explaining a welding determination process of a battery relay in an electric vehicle of the present disclosure; and Figure 6 This is a flowchart showing an example of a routine executed when the start switch is turned off in the electric vehicle of the present disclosure. DETAILED DESCRIPTION

[0008] Hereinafter, modes for carrying out the invention disclosed herein will be described with reference to the drawings.

[0009] Figure 1 This figure schematically illustrates the configuration of an electric vehicle 100 according to the present disclosure. The electric vehicle 100 shown in this figure is a battery electric vehicle (BEV) that includes multiple interchangeable batteries 10, a system main relay SMR (a normally open mechanical relay (contact relay), a power control unit (hereinafter referred to as "PCU") 110, and a motor generator MG. PCU 110 includes an inverter (drive circuit), a boost converter, a DC / DC converter, and other components that drive the motor generator MG. The motor generator MG is a synchronous motor generator (a three-phase AC motor).

[0010] The rotor of the motor generator MG is connected to a propeller shaft that rotates integrally with the drive wheels (wheels) DW via a power transmission device comprising a speed reducer and a differential gear. The motor generator MG is driven by electric power from the PCU 110 (battery 10) and outputs drive torque (driving force) to the drive wheels DW. Furthermore, when the electric vehicle 100 brakes, the motor generator MG outputs regenerative braking torque to the drive wheels DW. The electric power generated (regenerated) by the motor generator is stored in the multiple batteries 10.

[0011] In this embodiment, the electric vehicle 100 is a commercial vehicle used for cargo delivery, etc. The plurality of batteries 10 mounted on the electric vehicle 100 are replaced with fully charged batteries 10 in response to a low SOC. The plurality of batteries 10 are charged by an external battery charging device 80 (see FIG. 1 ) installed at a cargo collection and transportation station, a parking facility for the electric vehicle 100, or the like. Figure 2 ) charging. In addition, at the collection and transportation station, etc., the battery transport cart 90 (refer to Figure 2 ) Take and place multiple batteries 10 relative to the electric vehicle 100 and the battery charging device 80.

[0012] Each of the multiple batteries 10 includes a roughly rectangular package container (pack case) and multiple battery cells 11 housed in the package container, and has the same specifications (including dimensions) as each other. The battery cells 11 of each battery 10 are, for example, lithium-ion secondary battery cells or nickel-metal hydride secondary battery cells. In this embodiment, the multiple battery cells 11 are connected in series within the package container to form a battery cell stack. In addition, the positive terminal of the battery cell stack is electrically connected to the positive side connector 12p via a mechanical (contact type) battery relay Rp. The negative terminal of the battery cell stack is electrically connected to the negative side connector 12n via a mechanical battery relay Rn.

[0013] like Figure 1 As shown, the electric vehicle 100 includes a battery container 1 that houses a plurality of (for example, three in this embodiment) interchangeable batteries 10 arranged in parallel. The battery container 1 is located, for example, behind the front seat of the electric vehicle 100 and is connected to the battery container 1 via a plurality of brackets B (see FIG. Figure 2 ) is fixed to the floor (body) of the electric vehicle 100. This partition forms the battery storage section of the electric vehicle 100. The battery container 1 includes a bottomed, square, tubular container body 2 with an opening 2o, and a lid 3 that opens and closes the opening 2o of the container body 2. In this embodiment, the container body 2 of the battery container 1 is fixed to the floor, such that the opening 2o faces the side of the electric vehicle 100, for example, the driver's seat side.

[0014] The container body 2 of the battery container 1 is equipped with multiple positive-side sockets 4p and multiple negative-side sockets 4n. The multiple positive-side sockets 4p can be connected to the positive-side connectors 12p of the corresponding batteries 10. The multiple negative-side sockets 4n can be connected to the negative-side connectors 12n of the corresponding batteries 10. The multiple batteries 10 are connected in series via two electrically connected pairs of the positive-side sockets 4p and negative-side sockets 4n. Furthermore, any positive-side socket 4p not connected to a negative-side socket 4n is electrically connected to the positive-side power line PL via the positive-side relay of the system main relay SMR. Any negative-side socket 4n not connected to a positive-side socket 4p is electrically connected to the negative-side power line NL via the negative-side relay of the system main relay SMR. Furthermore, the positive-side power line PL and the negative-side power line NL are electrically connected to the PCU 110. When the system main relay SMR is turned on, the PCU 110 can be electrically connected to the multiple batteries 10. Furthermore, voltage sensors V1, V2, and V3 are provided near or on the battery container 1 on the floor of the electric vehicle 100. The voltage sensors V1, V2, and V3 detect the voltage between the positive-side socket 4p and the negative-side socket 4n disposed within the container of the corresponding battery 10.

[0015] like Figure 2 As shown, the container body 2 of the battery container 1 is formed from a plurality of metal plates, for example, after being subjected to a stamping process. The container body 2 includes a bottom 20, a pair of side walls 21 extending upward from corresponding side edges of the bottom 20, a top 22 spaced apart from the bottom 20, and an end wall 23. The bottom 20, the pair of side walls 21, and the top 22 form a flat square tube, with the end wall 23 closing one end of the square tube. As a result, a rectangular opening 2o is formed at the end of the container body 2 opposite the end wall 23. Furthermore, the plurality of positive-side sockets 4p and the plurality of negative-side sockets 4n are arranged in proximity to the end wall 23. The bottom 20 and the pair of side walls 21 of the container body 2 may be formed integrally, or they may be formed separately and fixed to each other.

[0016] Inside the container body 2, a plurality of (three) batteries 10 are housed in a manner arranged along the longitudinal direction (the direction intersecting the paper) of the opening 2o serving as the insertion port. That is, each battery 10 is inserted and removed from the container body 2 via the opening 2o along the extending direction of the pair of side walls 21. In addition, inside the container body 2, a plurality of partition walls 24 (see FIG. 2 ) are provided so as to be located between adjacent batteries 10. Figure 1 ). In addition, in order to facilitate positioning and storage of the battery 10 relative to the battery container 1, the container body 2 is provided with a plurality of (for example, three in this embodiment) container side guides 25 having the same height and width.

[0017] like Figure 2 As shown, multiple container-side guides 25 extend parallel to the sidewalls 21 from the opening 2o side toward the end wall 23 side (inside the container body 2). Furthermore, the multiple container-side guides 25 are arranged on the bottom 20 at intervals along the longitudinal direction of the opening 2o (a direction intersecting the paper). In this embodiment, each container-side guide 25 is formed by stamping so that it projects from the inner surface (upper surface) of the bottom 20, which serves as the inner bottom surface of the container body 2, toward the interior, i.e., the top 22, of the container body 2. Each container-side guide 25 is located below the center portion, in the width direction, of each battery 10 housed within the container body 2. Furthermore, the top surface of each container-side guide 25 is formed flat, and an inclined surface is formed at the ends of each container-side guide 25 on the opening 2o side and the end wall 23 side, connecting the top surface to the inner surface of the bottom 20.

[0018] The cover 3 is formed of a metal plate after stamping, for example, and is connected to the container body 2 via a plurality of hinges (not shown) so as to be able to rotate around an axis A (see FIG. Figure 2 ) is rotatably supported. The rotation axis A extends along the lower edge of the opening 2o, i.e., along one side of the bottom 20 that defines and forms the opening 2o. Thus, by rotating the lid 3 from top to bottom (falling forward) about the rotation axis A, the lid 3 can be opened, exposing the opening 2o. Furthermore, by rotating the lid 3 from bottom to top (lifting) about the rotation axis A, the lid 3 can be closed, thereby sealing the opening 2o.

[0019] In addition, if Figure 2 As shown, the lid 3 is provided with multiple (three, for example, in this embodiment) lid-side guides 35 of equal height and width, aligned with the corresponding container-side guides 25 when the lid 3 is open (fully opened). Each of the multiple lid-side guides 35 projects from the inner surface of the lid 3 toward the interior of the container body 2. The multiple lid-side guides 35 are formed by stamping, spaced apart in the longitudinal direction of the lid 3 (a direction intersecting the paper). The multiple lid-side guides 35 are located below the widthwise center of each battery 10 that is inserted and removed from the container body 2. The top surface of each lid-side guide 35 is flat and lies approximately flush with the top surface of the corresponding container-side guide 25 when the lid 3 is open (fully opened). Furthermore, at the end of each lid-side guide 35 on the movable side of the lid 3, an inclined surface 35a is formed, connecting the top surface of the lid-side guide 35 to the inner surface of the lid 3. An inclined surface 35 b is formed at the end portion of each cover-side guide portion 35 on the side of the rotation axis A so that the upper surface of the cover-side guide portion 35 and the inner surface of the cover body 3 are continuous.

[0020] Furthermore, each battery 10 includes a guided portion (not shown) that engages with the container-side guide portion 25 of the container body 2 and the cover-side guide portion 35 of the cover body 3. In the present embodiment, the guided portion is a pair of ridges (guide rails) that protrude downward from the bottom surface of the battery 10 (wrapping container) and extend along the length direction of the battery 10. The pair of ridges extend parallel to each other at a distance slightly larger than the width of the container-side guide portion 25 and the cover-side guide portion 35, and are each slidably connected to the corresponding side surfaces of the container-side guide portion 25 and the cover-side guide portion 35 and the inner surface of the bottom 20. In addition, an abutment member 15 (see FIG. 1 ) formed of an elastic body such as rubber or resin is provided on at least one end surface of each battery 10 (wrapping container). Figure 2 The contact member 15 is disposed below the handle portion 14 of the battery 10 and has a surface that is inclined so as to move away from the end surface of the battery 10 as it moves from the upper surface side toward the bottom surface side of the battery 10 .

[0021] Furthermore, the container body 2 of the battery container 1 is provided with a locking device 5 for locking the cover 3 that closes the opening 2o so that it cannot be opened, and two courtesy switches 6 for respectively detecting the opening and closing of the cover 3. Figure 3 As shown, the locking device 5 includes a locking mechanism 50 and a locking solenoid 55 that drives the locking mechanism 50 in a locked state in response to energization. The locking mechanism 50 selects a lock release state (see the double-dashed line in the figure) that allows the cover 3 to be opened and a lock state (see the solid line in the figure) that restricts the opening of the cover 3.

[0022] The locking mechanism 50 of the locking device 5 includes a locking rod 51 and an engaged portion 53 fixed to the lid 3. The locking rod 51 is arranged on the end wall portion 23 side of the support portion 21s supported by one side wall portion 21 of the container body 2 so as to extend parallel to the lid 3 after locking. Figure 3 (Image of the front side of the center paper). Furthermore, the longitudinal center portion of the locking lever 51 is supported by the support portion 21s so that it can rotate freely about an axis extending parallel to the side wall portion 21. The engaged portion 53 is fixed to one end of the cover 3 so that it is inserted into the opening 21o formed at the outer end of the support portion 21s when the cover 3 is locked (fully closed). Furthermore, an engaging portion 52 is formed at one end (the upper end) of the locking lever 51, which is capable of engaging with the engaged portion 53 on the side of the cover 3 inserted into the opening 21o.

[0023] The locking solenoid 55 is a pull-in solenoid that, in response to power being supplied, pulls a plunger connected to a shaft 57 into a coil. The locking solenoid 55 is fixed to the surface of the support portion 21s on the end wall 23 side, with the shaft 57 protruding outward from the side wall 21. The shaft 57 of the locking solenoid 55 is rotatably connected to the other end (lower end) of the locking lever 51 via a pin joint. Thus, current is supplied to the locking solenoid 55 (coil) simultaneously with the lid 3 being locked (fully closed). Consequently, in response to the shaft 57 being drawn toward the coil, the locking lever 51's engaging portion 52 rotates toward the opening 21o and engages with the engaged portion 53 protruding from the opening 21o toward the end wall 23. As a result, while the locking solenoid 55 is energized, the lid 3 is locked by the locking device 5, preventing it from opening. Alternatively, the locking device 5 may also include a push-out solenoid.

[0024] Two courtesy switches 6 are mounted on the aforementioned support portion 21s or the other side wall portion 21 of the container body 2 so as to abut against a corresponding one of the two ends of the lid 3. Each courtesy switch 6 is a push-to-close switch that closes when pressed by the locked lid 3 and opens when the lid 3 is opened. In this embodiment, each courtesy switch 6 is grounded so as to form a closed circuit when closed.

[0025] The battery container 1 constructed as described above is also used in the battery charging device 80. That is, in the housing 85 of the battery charging device 80, a plurality of battery containers 1 are arranged in a vertical direction so as to partition and form the battery storage portion of the battery charging device 80 (see FIG. Figure 2 ). In addition, in this embodiment, the battery transport cart 90 includes a battery mounting plate 95, which is equivalent to a component obtained by partially removing the pair of side wall portions 21 from the bottom 20 of the container body 2 integrated with the pair of side wall portions 21. The battery transport cart 90 includes a base frame, a cart body 91 and a top plate 92, and the battery mounting plate 95 is supported by the top plate 92 (cart body 91). The cart body 91 includes a plurality of (at least 3) casters and a handle. The top plate 92 is supported by the cart body 91 (base frame) via a lifting mechanism (elevator) so as to be freely raised and lowered.

[0026] Figure 4This is a control block diagram of an electric vehicle 100. As shown in this figure, the electric vehicle 100 includes a full-scale electronic control unit (hereinafter referred to as "BEVECU") 200, a motor electronic control unit (hereinafter referred to as "MGECU") 300 that controls the PCU 110, and a battery electronic control unit (hereinafter referred to as "battery ECU") for managing multiple batteries 10. The BEVECU 200, MGECU 300, and battery ECU 400 include microcomputers (not shown), various drive circuits, various logic ICs, etc. The microcomputers have CPUs, ROMs, RAMs, input / output interfaces, etc. The BEVECU 200, MGECU 300, and battery ECU 400 all access information (communication frames) to each other via a shared communication line (CAN bus) CB, etc.

[0027] BEVECU 200 is connected to various sensors, including a start switch (IG switch) SS, an accelerator pedal position sensor, a shift position sensor, and a vehicle speed sensor. While electric vehicle 100 is traveling, BEVECU 200 sets a requested torque based on the accelerator pedal position and vehicle speed. Furthermore, BEVECU 200 sets a torque command value for motor generator MG based on this requested torque. Furthermore, BEVECU 200 controls the opening and closing of system main relay SMR and power supply relay (IGCT relay) 120.

[0028] The power relay 120 is a normally open mechanical relay (a contact relay). For example, the power relay 120 can electrically connect the auxiliary battery (low-voltage battery) 130 of the electric vehicle 100, which has a rated output voltage of approximately 12V, and the DC / DC converter of the PCU 110, to the low-voltage power line LL. This low-voltage power line LL is connected to a plurality of auxiliary devices, including the MGECU 300 and the battery ECU 400. When the driver of the electric vehicle 100 turns on the start switch SS and requests a system start of the electric vehicle 100, the BEVECU 200 supplies an excitation current generated by power from the auxiliary battery 130 and other devices to the coil of the power relay 120, thereby turning on the power relay 120. By turning on the power relay 120, power from the auxiliary battery 130 and other devices is supplied to various auxiliary devices.

[0029] In addition, after turning on the power relay 120, the BEVECU 200 performs predetermined processing such as welding determination, overheating determination, and leakage determination of the system main relay SMR. If the predetermined preparation conditions are met, the BEVECU 200 turns on the system main relay SMR. In this case, the BEVECU 200 supplies the excitation current generated based on the power from the auxiliary battery 130, etc. to the coils of the system main relay SMR (positive side relay and negative side relay) to turn on the system main relay SMR. In the event of a fault such as welding of the system main relay SMR (on-failure) during system startup, the BEVECU 200 illuminates the prescribed warning light on the display provided on the instrument panel. In addition, the BEVECU 200 switches the electric vehicle 100 to the corresponding fault protection mode.

[0030] Furthermore, if the driver requests a system stop of the electric vehicle 100 by turning off the start switch SS, the BEVECU 200 disconnects the supply of the excitation current, thereby opening the system main relay SMR. Thereafter, the BEVECU 200 performs predetermined processes such as welding determination, overheat determination, and leakage determination of the system main relay SMR. If predetermined conditions are met, the BEVECU 200 disconnects the supply of the excitation current, thereby opening the power supply relay 120. If a fault such as welding of the system main relay SMR occurs when a system stop is requested, the BEVECU 200 turns on a predetermined fault flag and then shuts down the electric vehicle 100. In this case, the electric vehicle 100 switches to a failsafe mode the next time the start switch SS is turned on. Furthermore, in the electric vehicle 100, if the start switch SS is turned off, the instrument panel display goes dark.

[0031] like Figure 4 As shown, the battery ECU 400 acquires the detection values ​​of the voltage sensors V1, V2, and V3 provided on each of the multiple batteries 10. Furthermore, the battery ECU 400 is electrically connected to the battery relays Rp and Rn of each battery 10 via connectors, sockets, and power supply cables (not shown). While the power supply relay 120 is on, the battery ECU 400 supplies an excitation current generated by the power supplied from the auxiliary battery 130, etc., via the power supply relay 120, to the coils of each battery relay Rp and Rn. This turns each battery relay Rp and Rn on. Alternatively, the battery ECU 400 can disconnect the supply of this excitation current, thereby turning each battery relay Rp and Rn off. If at least one of the battery relays Rp and Rn is off, the high-voltage circuit (closed circuit) including the multiple batteries 10, the PCU 110, and the motor generator MG is disconnected, even if the system main relay SMR is on.

[0032] In addition, after the power supply relay 120 is turned on in response to the start switch SS being turned on (and before the system main relay SMR is turned on), and after the system main relay SMR is turned off in response to the start switch SS being turned off, the battery ECU 400 determines whether the battery relays Rp and Rn of each battery 10 are welded (failure to connect). That is, after the start switch SS is turned on and the power supply relay 120 is turned on, if Figure 5 As shown, the battery ECU 400 determines whether one of the battery relays Rp and Rn of each battery 10 (for example, the battery relay Rp) is welded. Figure 5 Relays Rp_1 and Rn_1 in FIG. 1 represent battery relays Rp and Rn of the first battery 10 . Relays Rp_2 and Rn_2 represent battery relays Rp and Rn of the second battery 10 . Relays Rp_3 and Rn_3 represent battery relays Rp and Rn of the third battery 10 .

[0033] Specifically, after the power supply relay 120 is turned on, the battery ECU 400 turns on only the other battery relay (for example, the battery relay Rn) of the battery relays Rp and Rn of each battery 10 ( Figure 5 The battery ECU 400 determines whether or not one of the battery relays Rp and Rn of each battery 10 is welded based on the detection values ​​of the voltage sensors V1, V2, and V3. When the detection values ​​of the voltage sensors V1, V2, and V3 are all zero (0), the battery ECU 400, as a fault determination device, determines that one of the battery relays Rp and Rn of each battery 10 is not welded, and turns on the battery relay Rp and Rn of each battery 10. Furthermore, the battery ECU 400 sends a notification of the system main relay SMR being allowed to be turned on to the BEVECU 200 ( Figure 5 In this case, the BEVECU 200 turns on the system main relay SMR on the condition that the system main relay SMR and the like are normal ( Figure 5 On the other hand, if battery ECU 400 determines based on the detection values ​​of voltage sensors V1, V2, and V3 that at least one of the battery relays Rp and Rn of each battery 10 is welded, battery ECU 400 illuminates a predetermined warning light on a display on the instrument panel. Furthermore, battery ECU 400 switches electric vehicle 100 to the corresponding failsafe mode.

[0034] Then, after the start switch SS is turned off and the system main relay SMR is turned off ( Figure 5At time t3 in the figure, the battery ECU 400 determines whether the other battery relay (e.g., battery relay Rn) of the battery relays Rp and Rn of each battery 10 is welded. Specifically, after the system main relay SMR is turned off, the battery ECU 400 only turns off the other battery relay (e.g., battery relay Rn) of the battery relays Rp and Rn of each battery 10. Figure 5 Then, the battery ECU 400 determines whether the battery relay on the other side of the battery relays Rp and Rn of each battery 10 is welded based on the detection values ​​of the voltage sensors V1, V2, and V3. When the detection values ​​of the voltage sensors V1, V2, and V3 are all zero (0), the battery ECU 400 as the fault determination device determines that the battery relay on the other side of the battery relays Rp and Rn of each battery 10 is not welded. The battery ECU 400 disconnects the battery relay on one side of the battery relays Rp and Rn of each battery 10, and sends a disconnection permission notification of the power supply relay 120 to the BEVECU 200 ( Figure 5 (At time t5 in FIG. 1 ), upon receiving the disconnection permission notification from battery ECU 400, BEVECU 200 disconnects power supply relay 120 on the condition that system main relay SMR and the like are normal.

[0035] In addition, if Figure 4 As shown, the locking solenoid 55 (coil) of the locking device 5 of the battery container 1 is connected to the low-voltage power line LL. While the power relay 120 is on, the locking solenoid 55 is constantly supplied with current from the auxiliary battery 130 or the like. Consequently, while the power relay 120 is on, the locking solenoid 55 maintains the locking lever 51 of the locking mechanism 50 with the engaging portion 52 engaged with the engaged portion 53 of the insertion opening 21o. As a result, while the starter switch SS is on and the power relay 120 is on, the lid 3 of the battery container 1 is locked by the locking device 5, preventing it from opening.

[0036] In addition, if Figure 4 As shown, the two courtesy switches 6 of the battery container 1 are electrically connected to one end of a coil 150c of an interlock relay (circuit on / off relay) 150 via a connector, socket, and wires (not shown). Interlock relay 150 is a mechanical relay (a relay with contacts). The other end of coil 150c of interlock relay 150 is connected to the low-voltage power line LL described above. Furthermore, one of the two contacts of interlock relay 150 is electrically connected to a first terminal of BEVECU 200, and the other of the two contacts is electrically connected to a second terminal of BEVECU 200. During the period between when starter switch SS is on and off, BEVECU 200 applies a voltage generated by power from auxiliary battery 130, etc., to the first terminal.

[0037] After the battery container 1's lid 3 is locked and at least one of the two courtesy switches 6 is closed, one end of the coil 150c of the interlock relay 150 is grounded via the courtesy switch 6. Consequently, when the battery container 1's lid 3 is locked and the power supply relay 120 is turned on, an excitation current generated by power from the auxiliary battery 130, etc., is supplied to the coil 150c, turning on the interlock relay 150. After the interlock relay 150 is turned on, the first and second terminals of the BEVECU 200 are electrically connected via the interlock relay 150. The BEVECU 200 compares the voltages of the first and second terminals and, if the voltages are approximately equal, determines that the interlock relay 150 is on.

[0038] In contrast, if the lid 3 of the battery container 1 is opened, even if the power supply relay 120 is on, the closed circuit is disconnected due to the opening of each courtesy switch 6 (i.e., the grounding is released), and the supply of excitation current to the coil 150c is cut off. Consequently, the interlock relay 150 is turned off. In this case, the electrical connection between the first and second terminals of the BEVECU 200 is broken, and the voltage at the second terminal becomes 0 (zero). When the voltage at the second terminal drops (decreases to 0), the BEVECU 200 determines that the lid 3 of the battery container 1 is opened, and the courtesy switches 6 are opened, thereby turning off the interlock relay 150. The BEVECU 200 cuts off the supply of excitation current to the system main relay SMR, thereby turning off the system main relay SMR. This disconnects the high-voltage circuit (closed circuit) including the multiple batteries 10, the PCU 110, and the motor generator MG.

[0039] And, as Figure 4 As shown, the battery ECU 400 is electrically connected to a light emitter 140 as a notification device. The light emitter 140 is a member including a light emitting diode, etc. The light emitter 140 is provided near the battery container 1 on the floor of the electric vehicle 100 (see FIG. Figure 2 ) so that the operator (user) who is replacing the battery 10 can identify the battery container 1 when the lid 3 of the battery container 1 is locked. The light emitter 140 is located near the battery container 1 on the floor of the electric vehicle 100, i.e., in front of the lid 3. Of course, the light emitter 140 may also be provided on the battery container 1, as long as it can be identified by the operator when the lid 3 of the battery container 1 is locked. While the starter switch SS is turned on and the power relay 120 is on, the battery ECU 400 supplies an excitation current generated by the power supplied from the auxiliary battery 130, etc., via the power relay 120, to the light emitter 140. As a result, the light emitter 140 is illuminated (emitted).

[0040] Specifically, in the electric vehicle 100, while the starter switch SS is on and the power relay 120 is on, the lid 3 of the battery container 1 is locked and cannot be opened by the locking device 5. Furthermore, the light emitter 140 disposed near the battery container 1 is illuminated. Thus, the light emitter 140 functions as a notification device that notifies the user that the lid 3 of the battery container 1 is locked. Furthermore, the battery ECU 400 can cause the light emitter 140 to flash by intermittently supplying an excitation current.

[0041] Figure 6 1 is a flowchart showing a routine executed by battery ECU 400 after start switch SS is turned off and system main relay SMR is turned off.

[0042] As described above, after the starter switch SS is turned off and the system main relay SMR is opened, the battery ECU 400, acting as a fault determination device, turns off only one of the battery relays Rp and Rn of each battery 10 (e.g., battery relay Rp). The battery ECU 400 then performs a weld determination process (S100) on the other of the battery relays Rp and Rn (e.g., battery relay Rn). While this weld determination process is being executed, the power supply relay 120 is turned on, so the lid 3 of the battery container 1 is locked and cannot be opened by the locking device 5. Furthermore, during this period, an excitation current based on power from the auxiliary battery 130, etc., is continuously supplied to the light emitter 140 via the battery ECU 400, and the light emitter 140 remains illuminated.

[0043] If the battery ECU 400 determines that the other battery relay Rp or Rn of the battery 10 is not welded in the welding determination process of S100 (S110: No), the battery ECU 400 disconnects the battery relay Rp or Rn of each battery 10. The battery ECU 400 also transmits a disconnection permission notification of the power supply relay 120 to the BEVECU 200 (S115). Figure 6 The routine ends. Upon receiving the disconnection permission notification from battery ECU 400, BEVECU 200 disconnects power supply relay 120, conditional on completion of predetermined processes such as welding determination, overheat determination, and leakage determination for system main relay SMR. This disconnects power supply from auxiliary battery 130 and other sources, halting battery ECU 400 operations and extinguishing previously illuminated light emitter 140.

[0044] Specifically, in electric vehicle 100, after the starter switch SS is turned off and the system main relay SMR is disconnected, BEVECU 200 executes predetermined processes, such as determining whether the system main relay SMR is welded. During this period, the power supply relay 120 remains on in response to a request from BEVECU 200 (electric vehicle 100), locking the lid 3 of the battery container 1. Furthermore, if the system main relay SMR overheats while the starter switch SS is off, for example, the BEVECU 200 remains on, locking the lid 3 of the battery container 1 until the overheating is eliminated. Furthermore, in response to these requests from BEVECU 200 (electric vehicle 100), the lid 3 of the battery container 1 is locked. During this period, the light emitter 140 illuminates to notify a worker who wishes to replace the battery 10 after turning off the starter switch SS that the lid 3 is locked.

[0045] In contrast, if the battery ECU 400 determines through the weld determination process in S100 that at least one of the battery relays Rp and Rn on the other side of each battery 10 is welded (S110: YES), the battery ECU 400 shuts off the excitation current supplied to one of the battery relays Rp and Rn on each battery 10 (S120). Furthermore, the battery ECU 400 flashes the light emitter 140 by intermittently supplying the excitation current (S130). Furthermore, the battery ECU 400 determines whether a predetermined warning time (predetermined time) tref has elapsed since the light emitter 140 started flashing in S130 (S140). The warning time tref is predetermined as a sufficient time for an operator who wishes to replace the battery 10 to recognize the flashing of the light emitter 140 after the starter switch SS is turned off.

[0046] If the warning time tref has not passed since the light emitter 140 started flashing (S140: No), the battery ECU 400 continues to intermittently supply the excitation current to the light emitter 140 (S130) and executes the process of S140 again. On the other hand, if the warning time tref has passed since the light emitter 140 started flashing (S140: Yes), the battery ECU 400 sends a disconnection permission notification of the power supply relay 120 to the BEVECU 200 (S150), and ends the process. Figure 6 After receiving the disconnection permission notification from the battery ECU 400, the BEVECU 200 disconnects the power supply relay 120 on the condition that the predetermined processes such as welding determination, overheat determination, and leakage determination of the system main relay SMR are completed. As a result, the power supply from the auxiliary battery 130 and the like is disconnected, so the operation of the battery ECU 400 stops, and the light emitter 140 that has been flashing is turned off (see Figure 5time t6).

[0047] Specifically, in electric vehicle 100, after the starter switch SS is turned off and the system main relay SMR is turned off, if the battery ECU 400 determines that at least one of the battery relays Rp and Rn of each battery 10 is welded (S110: Yes), the power supply relay 120 remains on in response to a request from the battery ECU 400 (electric vehicle 100). This locks the lid 3 of the battery container 1. The power supply relay 120 remains on until at least a predetermined warning time tref has elapsed (S140: No). Furthermore, the lid 3 of the battery container 1 is locked in response to a request from the battery ECU 400 (electric vehicle 100). During this time, the light emitter 140 flashes to notify an operator who wishes to replace the battery 10 after turning off the starter switch SS that the lid 3 is locked.

[0048] As described above, the electric vehicle 100 includes multiple interchangeable batteries 10 and a motor-generator MG that exchanges power with these batteries 10. The electric vehicle 100 can travel using the power from the motor-generator MG. Furthermore, the electric vehicle 100 includes a battery container 1, which includes a container body 2 having an opening 2o for inserting and removing the multiple batteries 10, and a lid 3 that opens and closes the opening 2o of the container body 2. The electric vehicle 100 includes a locking device 5 that locks the lid 3 so that it cannot be opened, and a light emitter 140 that serves as a notification device for notifying the operator that the lid 3 is locked. After the starter switch SS is turned off, in response to a request from the electric vehicle 100, the locking device 5 locks the lid 3 of the battery container 1 that houses the interchangeable batteries 10 so that it cannot be opened. At this time, the light emitter 140 illuminates or flashes to notify the operator that the lid 3 is locked. The request from the electric vehicle 100 is a request from the BEVECU 200 or the battery ECU 400.

[0049] Thus, an operator who wishes to replace the battery 10 can use the lighting or flashing (lighting pattern) of the light emitter 140 as a cue to determine whether the lid 3 of the battery container 1 is locked by the locking device 5. As a result, at the time of battery replacement, the lid 3 of the battery container 1 is locked and cannot be opened in response to a request from the electric vehicle 100, i.e., the BEVECU 200, and the light emitter 140 is illuminated. At this point, the operator can take appropriate action, such as waiting for the lid 3 to be unlocked by the locking device 5.

[0050] Furthermore, when the battery ECU 400, acting as a fault detection device, determines that at least one of the battery relays Rp or Rn is welded (a connection fault) (S110: Yes), the light emitter 140 uses a different pattern (flashing) to notify that the lid 3 is locked. This different pattern is different from the pattern (illumination) used when the battery ECU 400 determines that neither battery relay Rp or Rn is welded (S110: No). Thus, a worker attempting to replace the battery 10 can determine whether the lid 3 of the battery container 1 is locked due to welding of either battery relay Rp or Rn based on the light emission pattern (notification pattern) of the light emitter 140. Furthermore, the worker can take appropriate action, such as requesting repair of the battery 10 without touching it.

[0051] Furthermore, if at least one of the battery relays Rp or Rn is welded (S110: YES), the locking device 5 locks the lid 3 of the battery container 1 so that it cannot be opened. Furthermore, the light emitter 140 flashes to notify the user that the lid 3 is locked (S130). This effectively prevents a worker attempting to replace a battery 10 from touching it while a high-voltage circuit (closed circuit) is established in the electric vehicle 100. The high-voltage circuit includes multiple batteries 10, the PCU 110, and the motor generator MG.

[0052] Furthermore, while the battery ECU 400, acting as a fault detection device, is determining whether battery relays Rp or Rn are welded ( S100 ), the light emitter 140 is illuminated to notify that the lid 3 is locked. Furthermore, if it is determined that battery relays Rp or Rn are welded ( S110 : YES), the light emitter 140 flashes for at least a predetermined warning time tref to notify that the lid 3 is locked, and then turns off. This prevents the light emitter 140 from flashing (operating) unnecessarily while notifying an operator attempting to replace the battery 10 that the lid 3 of the battery container 1 is locked by the locking device 5 .

[0053] Furthermore, in the electric vehicle 100, a light emitter 140 is provided around or on the battery container 1 in a manner that allows the user to identify the locked state of the cover 3. This allows a user attempting to replace the battery 10 to more reliably be informed of whether the cover 3 of the battery container 1 is locked by the locking device 5, even when the start switch SS is turned off and the instrument panel display is off. Of course, even when the start switch SS is turned off but the instrument panel display is not off, the fact that the cover 3 is locked and cannot be opened may be displayed on the display. Alternatively, a notification device that provides an audible notification that the cover 3 is locked and cannot be opened may be employed in place of the light emitter 140.

[0054] Furthermore, instead of installing voltage sensors V1, V2, or V3 in the electric vehicle 100 or battery container 1, a voltage sensor V1, V2, or V3 may be installed in the container surrounding each battery 10. The voltage sensor V1, V2, or V3 detects the voltage between the positive-side receptacle 4p and the negative-side receptacle 4n. Alternatively, a capacitor may be installed between the positive-side receptacle 4p and the negative-side receptacle 4n of each battery 10. In this case, a separate voltage sensor may be installed in the electric vehicle 100 or battery container 1. Furthermore, each battery 10 may be provided with an indicator light that illuminates (lights up) when at least one of the battery relays Rp or Rn is turned on. Furthermore, the battery container 1 may be mounted on a mobile object other than the electric vehicle 100, such as a railway vehicle, or installed in a fixed device other than the battery charging device 80. Furthermore, the battery container 1 may be configured to house a single interchangeable battery 10. Furthermore, the container body 2 of the battery container 1 may be a component formed by partitioning the body of the electric vehicle 100. A portion of the container body 2 may be formed by a portion of the vehicle body of the electric vehicle 100 .

[0055] Furthermore, the invention disclosed herein is not limited by the above-described embodiments, and various modifications can be implemented within the scope of the invention. In addition, the above-described embodiments are merely a specific form of the invention described in the Summary of the Invention section and do not limit the elements of the invention described in the Summary of the Invention section.

[0056] The invention disclosed herein can be applied to the electric vehicle manufacturing industry and the like.

Claims

1. An electric vehicle comprising at least one interchangeable battery and an electric motor for storing and receiving electric power from the battery, and capable of traveling based on power from the electric motor. The electric vehicle comprises: A battery container comprising a container body having an opening for inserting and removing the battery, and a cover for opening / closing the opening of the container body; A locking device, which locks the cover so that it cannot be opened; as well as The notification device notifies that the cover is locked when the locking device locks the cover so as not to be opened in response to a request from the electric vehicle.

2. The electric vehicle according to claim 1, wherein: The notification device is provided around the battery container or on the battery container in a manner that can be recognized by a user when the cover is locked.

3. The electric vehicle according to claim 1 or 2, wherein: It also includes a power control device electrically connected to the battery, The battery includes a relay capable of disconnecting the battery from the power control device. When the relay has an on-failure, the cover is locked so as to be unable to be opened by the locking device, and the locking of the cover is notified by the notification device.

4. The electric vehicle according to claim 3, wherein: The invention further comprises a fault determination device for determining whether the battery relay has a connection fault when the start switch of the electric vehicle is turned off and the cover is locked so as not to be opened by the locking device. The notification device notifies that the cover body is locked during the period when the fault judgment device determines whether the relay has an on-fault, and continues to notify that the cover body is locked for at least a predetermined time when the fault judgment device determines that the relay has an on-fault.

5. The electric vehicle according to claim 4, wherein: When the fault determination device determines that the relay has an on-failure, the notification device notifies that the cover is locked in a manner different from that when the fault determination device determines that the relay does not have an on-failure.

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