CONTROL SYSTEM FOR AN ELECTRIC VEHICLE

Abstract

A control system for an electric vehicle is provided that prevents a situation in which a vehicle activation operation is performed and an arc flash occurs at a battery connector during a battery exchange procedure. The control system Cu for the electric vehicle C according to the present disclosure comprises: the vehicle ECU 202; an ignition current source E1 that starts the power supply to the vehicle ECU 202 in response to a vehicle activation operation by a user; a battery exchange switch 101 that receives a exchange command operation for the battery 11 from the user; and a first relay 203 that is arranged in an electrical circuit L1 between the ignition current source E1 and the vehicle ECU 202, such that it is coupled to the on / off state of the battery exchange switch 101 and interrupts the electrical circuit L1 as long as the battery exchange switch 101 is in the ON state.

Description

Technical field

[0001] The present disclosure relates to a control system for an electric vehicle. State of the art

[0002] Electric vehicles (such as electric cars and electric scooters) are conventionally known to use batteries.

[0003] In recent years, the number of cases where an electric vehicle of this type is equipped with a battery swapping system has increased. Such a battery swapping system is generally based on the concept of replacing a battery with a fully charged one at a battery swapping station when the stored energy of the battery mounted in the vehicle decreases, instead of recharging the battery each time (see, for example, patent literature (hereinafter referred to as "PTL")).

[0004] In such a battery replacement system, the operation of a locking mechanism (see, for example, the ones described later) is required. Fig. 3 and Fig. 4) which supports and secures a battery to a vehicle frame, is controlled by an electronic control unit (ECU), thereby removing the battery from and / or attaching it to the vehicle frame. At this point, the ECU establishes communication with a battery exchange station and, in conjunction with a battery exchange device at the station, instructs the station to perform the replacement of the battery installed in the vehicle. List of citations from patent literature

[0005] PTL Japanese patent application no. 2023-134543 Summary of the invention: Technical problem

[0006] This battery swapping system is currently under development and has not yet reached the stage where various problems that may occur during actual vehicle operation have been identified and the entire vehicle control system has been optimized.

[0007] Against this background, the inventor of the present application identified a problem in which, during an actual vehicle operation, a driver might perform a vehicle activation operation (i.e., turning on the ignition switch in a key cylinder) while changing the battery. In such a case, when a vehicle activation command is received from the key cylinder, a system main relay in an electrical circuit connecting the battery to the vehicle's drive motor is switched on. This applies a high voltage, generated at a terminal area of ​​the battery, to a battery connector on the vehicle side in a disconnected state, which can lead to an arc flash. As a result, situations can arise in which the battery connector welds shut or other components are damaged.It should be noted that the system's main relay is generally located in an output area on the battery side and is designed to be switched on by the ECU to make the vehicle ready for driving when a vehicle activation operation is performed.

[0008] Furthermore, if the vehicle activation operation is performed during the battery change, the ECU of the battery change station will send an emergency stop command for the battery change procedure to avoid a hazard. As a result, there is a risk that the battery change procedure will have to be repeated unnecessarily or that the battery change station's battery changing device will malfunction.

[0009] One objective of the present disclosure, developed taking these problems into consideration, is to provide a control system for an electric vehicle that prevents a situation in which a vehicle activation operation is being performed and an arc flash occurs at a battery connector during a battery replacement procedure.

[0010] Basically, the present invention, which solves the above-mentioned problem, relates to a control system for an electric vehicle equipped with a battery, wherein the control system comprises the following: an electronic control unit (ECU) of the vehicle; an ignition current source that starts the power supply to the vehicle's ECU in response to a vehicle activation operation by a user; a battery change switch that receives a battery change command from the user; and A first relay is arranged in an electrical circuit between the ignition power source and the vehicle's ECU, so that it is coupled to the on / off state of the battery changeover switch and interrupts the electrical circuit as long as the battery changeover switch is in the on state. Advantageous effects of the invention

[0011] According to the control system for an electric vehicle of the present invention, it is possible to prevent a situation in which a vehicle activation operation is performed and an arc flash occurs at a battery connector during a battery replacement procedure. Brief description of the drawings Fig. Figure 1 shows an example configuration of a vehicle (top view); Fig. Figure 2 shows an example of how to mount a main battery on the vehicle; Fig. Figure 3 shows an exemplary configuration of a locking mechanism (unlocked state); Fig. Figure 4 shows another exemplary configuration of the locking mechanism (locked state); Fig. 5 shows a view of the main battery; Fig. Figure 6 shows an example of the drive mechanism of the locking mechanism; Fig. Figure 7 shows an example configuration of a control system for the vehicle (initial state); Fig. Figure 8 shows another exemplary configuration of the control system for the vehicle (during normal operation); and Fig. Figure 9 shows another example configuration of the control system for the vehicle (during battery replacement). Description of the embodiments

[0012] A preferred embodiment of the present disclosure is described in detail below with reference to the accompanying drawings. It should be noted that elements with essentially the same functions are assigned the same reference numerals in the description and in the drawings to avoid repetitive descriptions.

[0013] Exemplary configurations of an electric vehicle (hereinafter referred to as "Vehicle C") and a control system for Vehicle C (hereinafter referred to as "Control System Cu") according to an embodiment of the present invention are described below.

[0014] The present embodiment mainly describes the battery swapping function of the Cu control system. The battery to be replaced in the Cu control system is, for example, installed in an electric vehicle such as an electric car or a hybrid vehicle and is used as the drive power source for the vehicle (hereinafter also referred to as the "main battery"). <Gesamtkonfiguration des Fahrzeugs>

[0015] Fig. Figure 1 shows an example configuration of vehicle C (top view). Fig. Figure 2 shows an exemplary way of attaching the main battery 11 to the vehicle C. Fig. 3 and Fig. Figures 4 each show an exemplary configuration of a locking mechanism 13 that secures the main battery 11 to the vehicle C (top view). Fig. Figure 3 shows the unlocked state of the locking mechanism 13, while Fig. Figure 4 shows the locked state of the locking mechanism 13. Fig. Figure 5 shows a view of the main battery 11. Fig. Figure 6 shows an exemplary drive mechanism of the locking mechanism 13.

[0016] Vehicle C is a vehicle, for example an electric car or a hybrid vehicle, that can drive using the drive power source of the main battery 11. Fig. Figure 1 shows, for example, the configuration of a large vehicle such as a truck. It should be noted that the vehicle frame Cf of vehicle C runs along a front-to-rear direction, is located on each side of the vehicle, left and right, and supports the body as well as various onboard components. Furthermore, the vehicle frame Cf supports a cab, which forms the driver's compartment Ca at the front of vehicle C. The vehicle frame Cf is made, for example, of a steel profile material with a U-shaped cross-section.

[0017] The vehicle C comprises the following components: main battery 11, auxiliary battery 12, locking mechanism 13, drive motor 14, battery change switch 101, key cylinder 102, battery change function ECU 201, and vehicle ECU 202.

[0018] The main battery 11 is a high-voltage battery that supplies operating energy for the vehicle movement of the drive motor 14 of the vehicle C. In the present embodiment, for example, a battery pack of a 300 V class lithium-ion battery is used as the main battery 11.

[0019] The main battery 11 is detachably attached to a side area of ​​the vehicle frame Cf via the locking mechanism 13. In the present embodiment, the main battery 11 is attached to both the left and right vehicle frame Cf.

[0020] It should be noted that the main battery 11 has a connection area 11c on one side surface and can be electrically connected via this connection area 11c to a battery connector (not shown) on the side of the vehicle C. Furthermore, the main battery 11 includes a rod-shaped connector 11s to engage with a detent 13a of the locking mechanism 13 (see Fig. 5).

[0021] As in Fig. As shown in Figure 2, the vehicle frame Cf comprises a storage tray Cfb on which the main battery 11 is placed, and a sliding rail base Cfa that slidably supports the storage tray Cfb. The sliding rail base Cfa is attached to an outer side of the vehicle frame Cf and extends horizontally from the vehicle frame Cf outwards from the vehicle C. Furthermore, the sliding rail base Cfa guides the storage tray Cfb so that it can slide between a battery receiving position and a battery installation / removal position within the vehicle C.

[0022] Fig. Figure 2 shows a state in which the storage table Cfb was pushed back from a position in which the storage table Cfb was extended to the battery insertion / removal position into the battery insertion position.

[0023] In the vehicle C according to the present embodiment, the main battery 11 is installed by placing it on the support table Cfb while the support table Cfb is in the battery installation / removal position. The main battery 11 is then moved along the sliding rail base Cfa from the battery installation / removal position to the battery retrieval position. At the battery retrieval position, the main battery 11 is locked to the vehicle frame Cf by the locking mechanism 13. In this state, the terminal area 11c of the main battery 11 is connected to the battery connector on the vehicle side of vehicle C, thus completing the installation of the main battery 11 into vehicle C.

[0024] In vehicle C according to the present embodiment, the main battery 11 is removed, for example, by actuating the locking mechanism 13 to release the main battery 11 from its locked position on the vehicle frame Cf. Subsequently, while placed on the support table Cfb, the main battery 11 is moved by the sliding rail base Cfa and guided from the battery receiving position in vehicle C to the battery installation / removal position. At the battery installation / removal position, the main battery 11 is lifted, for example, by a battery exchange device at a battery exchange station and removed from vehicle C.

[0025] It is noted that, as an example of the operation of the battery changing device of the battery changing station, reference is made to the PTL of the relevant patent application of the applicant of the present application.

[0026] The auxiliary battery 12 is a low-voltage battery that supplies the vehicle's electronics with operating energy. The auxiliary battery 12 is, for example, a 12V lead-acid battery. The auxiliary battery 12 is mounted on a side of the vehicle frame Cf. In the vehicle C according to the present embodiment, for example, an ECU (for example, the battery-changing function ECU 201 and the vehicle ECU 202 described later) and the locking mechanism 13 are operated with the energy supplied by the auxiliary battery 12 (see Fig. 6).

[0027] The locking mechanism 13 is attached to the vehicle frame Cf and allows the main battery 11 to be detachably attached to the vehicle frame Cf (see Fig. 3, Fig. 4 and Fig. 6) It should be noted that in Fig. 3 and Fig. 4 the main battery 11 is not shown, but only the extender 11s, which is attached to a side surface of the main battery 11.

[0028] The locking mechanism 13 according to the present embodiment comprises a locking device 13a, a hydraulic cylinder 13b, a drive pump 13c, a control valve 13d, a first relay 13fa and a second relay 13fb.

[0029] The locking devices 13a are arranged as a pair along the front-to-rear direction of the vehicle frame Cf. Each of the two locking devices 13a is rotatably mounted about a vertical axis and connected to a bracket attached to the vehicle frame Cf. Each of the two locking devices 13a is a hook component that extends from the inside to the outside of the vehicle frame Cf and is engaged by the rod-shaped extender 11s. Each of the two locking devices 13a rotates about the vertical axis depending on the actuation of the hydraulic cylinder 13b.

[0030] This means that when the main battery 11 is locked to the vehicle frame Cf, each of the two locking devices 13a rotates about the vertical axis to one side, engages with the connector 11s attached to the main battery 11, and thus secures the main battery 11 to the vehicle frame Cf. Conversely, when the main battery 11 is unlocked from the vehicle frame Cf, each of the two locking devices 13a rotates to the other side about the vertical axis, releases the engagement with the connector 11s of the main battery 11, and allows the main battery 11 to be detachably mounted to the vehicle frame Cf.

[0031] The locking mechanism 13 typically maintains the locked position in which the main battery 11 is fixed to the vehicle frame Cf as long as the main battery 11 is housed in the vehicle C. Furthermore, the locking mechanism 13 releases the locked position between the main battery 11 and the vehicle frame Cf when the main battery 11 is replaced.

[0032] In the locking mechanism 13, one side of the two locking devices 13a is directly connected to the hydraulic cylinder 13b, while the other side of the two locking devices 13a is coupled to the hydraulic cylinder 13b via a rod 13bb. Furthermore, the locking mechanism 13 is equipped with battery unlock detection sensors 13S, each assigned to one of the two locking devices 13a, which can detect whether the main battery 11 is in the locked or unlocked state. Each battery unlock detection sensor 13S consists, for example, of a contact-based switch whose on / off state changes depending on the locking mechanism 13, corresponding to the extension and retraction movement of a bracket attached to the locking mechanism 13.

[0033] The detection signals from the battery unlock detection sensors 13S are sent to the battery change function ECU 201 and to the safety relay 203 (later in Fig. 7 described) transferred.

[0034] The hydraulic cylinder 13b is connected to a hydraulic circuit and changes its state depending on the operating states of the drive pump 13c, which supplies hydraulic oil to the hydraulic circuit, and the control valve 13d, which is located in the hydraulic circuit. That is, the drive pump 13c sends pressurized hydraulic oil into the hydraulic circuit, and the control valve 13d regulates the supply of hydraulic oil to the hydraulic cylinder 13b. The hydraulic cylinder 13b then converts the fluid energy of the hydraulic oil into mechanical energy to move the two detent devices 13a.

[0035] The operating state of the hydraulic cylinder 13b is controlled by the battery-switching function ECU 201, which regulates the drive pump 13c and the control valve 13d. More precisely, the battery-switching function ECU 201 controls the operation of the drive pump 13c by switching the first relay 13fa on and off. This relay is located in a line between the drive pump 13c and the auxiliary battery 12, which supplies the drive pump 13c with operating power. Similarly, the battery-switching function ECU 201 controls the operation of the control valve 13d by switching the second relay 13fb on and off. This relay is also located in a line between the control valve 13d and the auxiliary battery 12, which supplies the control valve 13d with operating power.

[0036] The battery swapping function ECU 201 is a control unit that actuates the locking mechanism 13 to switch the main battery 11 between the locked and unlocked states with respect to the vehicle frame Cf. Furthermore, the battery swapping function ECU 201 is configured to communicate with the battery swapping station and executes the main battery 11 swapping procedure in cooperation with the battery swapping station.

[0037] The vehicle ECU 202 is the main control unit that takes over the entire control of the individual components of the vehicle C.

[0038] The vehicle ECU 202 switches on the system main relay 204, which establishes an electrical connection between the main battery 11 and the drive motor 14 to prepare the vehicle C for operation when the vehicle C is activated.

[0039] The vehicle ECU 202 is powered by the energy supplied by the ignition power source E1. The vehicle ECU 202 is activated by the energy flow from the ignition power source E1 and, after activation, switches on the system main relay 204 (later in Fig. 7 described).

[0040] The vehicle ECU 202 and the battery replacement function ECU 201, for example, are microcontrollers that include a central processing unit (CPU), a read-only memory (ROM), a working memory (RAM), an input port, an output port, a communication module, and the like.

[0041] The key cylinder 102 and the battery change switch 101, for example, are control units located on a dashboard in front of the driver's seat Ca of vehicle C.

[0042] The key cylinder 102 is a conventionally publicly known key cylinder that functions as an ignition switch and is integrally configured with the vehicle C's ignition switch. The key cylinder 102 accepts a key for vehicle C held by the driver, and when the rotor of the key cylinder 102 is turned to a predetermined vehicle activation position, the built-in ignition switch is turned on. The battery changeover switch 101 receives a battery changeover command operation (referring to a changeover command operation for the main battery 11; this also applies hereafter) from the user. When the battery changeover switch 101 receives a battery changeover command operation from the user, it transmits the changeover command to the battery changeover function ECU 201. <Steuerungssystem für das Fahrzeug>

[0043] Next, the configuration of the Cu control system for vehicle C, which is integrated into vehicle C as a safety measure during battery replacement, will be described.

[0044] Fig. 7 to Fig. Figure 9 each shows a configuration of the Cu control system for the vehicle C. Fig. Figure 7 shows the state of the control system Cu in its initial state, in which the vehicle C is not in operation. Fig. Figure 8 shows the state of the control system Cu during normal operation of vehicle C (refers to the operation of vehicle C outside of battery replacement; this also applies below). Fig. Figure 9 shows the state of the Cu control system during the battery replacement procedure. Note that the dotted lines in Fig. 8 and Fig. 9. Represent the current flow.

[0045] The control system Cu for vehicle C according to the present embodiment prevents the vehicle ECU 202 from being activated during the battery change described above, thereby preventing the system main relay 204 in the electrical circuit between the main battery 11 and the drive motor 14 from being switched to the ON state. This prevents an arc flashover at a battery connector on the vehicle side of vehicle C, caused by the high voltage generated at terminal 11c of the main battery 11.

[0046] The system main relay 204 is designed to be switched on by the vehicle ECU 202 when a vehicle activation operation is performed in order to prepare the vehicle C for driving operation.

[0047] The Cu control system includes the safety relay 203 and the holding relay 205 to ensure this safety function during battery replacement. It should be noted that the safety relay 203 and the holding relay 205 are installed in the vehicle C together with the vehicle ECU 202 and other components.

[0048] It should be noted that L1 to L4 in Fig. 7 to Fig. Figure 9 shows the circuit network in vehicle C. L1 is an electrical circuit that supplies power from the ignition power source E1 to the vehicle ECU 202. L2 is a signal path that transmits an on / off signal from the battery changeover switch 101 and the battery release detection sensor 13S to the safety relay 203. L3 is a signal path that transmits an on / off signal from the system main relay 204 to the holding relay 205. L4 is a signal path that transmits an on / off signal from the vehicle ECU 202 to the system main relay 204.

[0049] The ignition power source E1 is a low-voltage power source that initiates the power supply to the individual control circuits in vehicle C when a vehicle activation operation (i.e., a key-ON operation) is performed by the user. The ignition power source E1 is configured to be linked to the state of the key cylinder 102 for the ignition switch and begins supplying power to the control circuits in vehicle C as soon as the user performs the key-ON operation at the key cylinder 102. It should be noted that the ignition power source E1 is generated, for example, using energy from the auxiliary battery 12.

[0050] The ignition power source E1 begins supplying power to the vehicle ECU 202 as soon as the key is turned on the key cylinder 102. The vehicle ECU 202 operates using the energy supplied by the ignition power source E1.

[0051] The auxiliary battery power source E2 is a power source (for example, a 12V power source) provided by the auxiliary battery 12. The auxiliary battery power source E2 is capable of supplying power at all times, regardless of the operating state of the vehicle C. The safety relay 203 (corresponding to the "first relay" of the present invention) is arranged in the electrical circuit L1, which connects the ignition power source E1 to the vehicle ECU 202. It is coupled to the on / off state of the battery unlock detection sensor 13S and the on / off state of the battery changeover switch 101.

[0052] As above with reference to Fig. 3 and Fig. As described in section 4, the battery release detection sensor 13S is a sensor that monitors the state of the locking mechanism 13, which secures the main battery 11 to the vehicle frame Cf. The battery release detection sensor 13S is in the OFF state when the locking mechanism 13 is in the locked state and switches to the ON state when the locking mechanism 13 is in the unlocked state.

[0053] Furthermore, as above with reference to Fig. As described in Figure 1, the battery change switch 101 is an operating unit that receives the battery change command from the user. The battery change switch 101 is in the OFF state as long as no battery change command is executed and switches to the ON state when the battery change command is executed.

[0054] The safety relay 203 interrupts electrical circuit L1 when the battery change switch 101 is in the ON state (i.e., when the battery change command is executed). Furthermore, the safety relay 203 interrupts electrical circuit L1 when the battery unlock detection sensor 13S is in the ON state (i.e., when the locking mechanism 13 is in the unlocked state). In other words, the safety relay 203 interrupts electrical circuit L1, which connects the ignition power source E1 to the vehicle ECU 202, during the battery change process.

[0055] More precisely, the safety relay 203 is a normally closed relay comprising a coil section 203a, which is activated by the electrical signal in the signal line path L2, and a contact section 203b, which opens and closes the electrical circuit L1 depending on the operation of the coil section 203a. As long as no current flows through the coil section 203a, the contact section 203b remains in the ON state, so that the electrical circuit L1 remains conductive (see Fig. 8) However, as soon as current flows through the coil area 203a, the contact area 203b switches to the OFF state and interrupts the electrical circuit L1 (see Fig. 9).

[0056] The battery changeover switch 101 and the battery release detection sensor 13S are arranged in the signal path L2 at a position where the coil section 203a of the safety relay 203 is connected in series. Furthermore, the signal path L2 is configured such that when the battery changeover switch 101 or the battery release detection sensor 13S is in the ON state, current from the auxiliary battery power source E2 flows through the signal path.Therefore, when the battery change switch 101 is set to the ON state (that is, when the battery change command is executed) or when the battery unlock detection sensor 13S is in the ON state (that is, when the locking mechanism 13 is in the unlocked state), the coil area 203a of the safety relay 203 receives the current flowing through the signal line path L2 and sets the contact area 203b to the OFF state (that is, it interrupts the electrical circuit L1).

[0057] It should be noted that the battery changeover switch 101 and the battery release detection sensor 13S are connected in parallel to the coil section 203a of the safety relay 203 via the signal line L2. The battery changeover switch 101 and the battery release detection sensor 13S thus change the state of the safety relay 203 independently and separately according to their own on / off states.

[0058] This means that the battery change switch 101 and the battery unlock detection sensor 13S act as fail-safe systems to reliably prevent the vehicle ECU 202 from activating during the battery change procedure. For example, late in the battery change procedure, the user might mistakenly assume that the battery change is complete, turn off the battery change switch 101, and perform a vehicle activation operation (i.e., a key-on operation). In such a case, if the battery unlock detection sensor 13S is not installed, the vehicle ECU 202 could be activated and the system main relay 204 could be switched on, even if the battery locking mechanism at vehicle terminal C is not fully engaged (i.e., there would be a risk of arcing at the battery connector).Such a situation can be prevented by coupling the on / off state of the safety relay 203 with the on / off state of the detection signal of the battery unlock detection sensor 13S.

[0059] The safety relay 203 is located in electrical circuit L1, which connects the ignition power source E1 to the vehicle ECU 202, so that it is coupled to a change in the state of the system main relay 204. As long as the system main relay 204 is in the ON state, the safety relay 203 keeps electrical circuit L1 in a conductive state, regardless of the state of the battery changeover switch 101 and / or the battery release detection sensor 13S (see Fig. 8) This prevents a situation in which the vehicle ECU 202 is forcibly switched off due to user error (e.g., by switching on the battery changeover switch 101) while the system main relay 204 is in the ON state (i.e., while the vehicle is in operation). The function to prevent the forcible shutdown of the vehicle ECU 202 is implemented here by the holding relay 205.

[0060] The holding relay 205 (corresponding to the "second relay" of the present invention) is arranged in the signal path L2, so that it is coupled to the on / off state of the operating state of the vehicle ECU 202. More precisely, the holding relay 205 is a normally closed relay comprising a coil section 205a, which is activated by the electrical signal in the signal path L3, and a contact section 205b, which opens and closes the signal path L2 depending on the operation of the coil section 205a. In this context, signal path L3 is a signal path that allows current to flow from the auxiliary battery power source E2, depending on the on / off state of the system main relay 204. As long as the system main relay 204 is in the ON state (i.e., while the vehicle is in operation), the contact area 205b is switched to the OFF state and the holding relay 205 interrupts the signal path L2.As long as the system main relay 204 is in the OFF state (i.e., while the vehicle is not in operation), the contact area 205b is set to the ON state and the holding relay 205 keeps the signal line path L2 conductive.

[0061] It should be noted that the system main relay 204 is a normally open relay and includes a coil section 204a, which is activated by an electrical signal (i.e., an activation command signal from the vehicle ECU 202) flowing through the signal path L4, which is connected to the vehicle ECU 202. It also includes a contact section 204b, which opens and closes the signal path L3 depending on the operation of the coil section 204a. As long as the vehicle ECU 202 is in the ON state (that is, while the vehicle is running), the contact section 204b is in the OFF state, and the system main relay 204 supplies current to the signal path L3, allowing current from the auxiliary battery power source E2 to flow through the signal path L3.As long as the vehicle ECU 202 is in the OFF state (i.e., while the vehicle is not in operation), the contact area 204b is set to the ON state, and the system main relay 204 interrupts the signal line path L3 to prevent current from flowing from the auxiliary battery power source E2 to the holding relay 205.

[0062] In such a configuration, while the system main relay 204 is in the ON state (i.e., while the vehicle is running), the holding relay 205 interrupts the transmission of a signal that transmits the ON / OFF state of the battery changeover switch 101 and the battery release detection sensor 13S to the coil section 203a of the safety relay 203 via the signal line path L2. This means that the safety relay 203 remains in the ON state as long as the system main relay 204 is in the ON state (see Fig.8), regardless of the on / off state of the battery changeover switch 101 and the battery unlock detection sensor 13S. This prevents a situation in which the vehicle ECU 202 is forcibly switched off due to user error (e.g., by turning on the battery changeover switch 101) while the system main relay 204 is in the ON state. [Effects]

[0063] As described above, the control system Cu for the vehicle C according to the present embodiment comprises: an electronic control unit (ECU) of the vehicle; an ignition current source that starts the power supply to the vehicle ECU in response to a vehicle activation operation by a user; a battery change switch that receives a battery change command from the user; and A first relay is arranged in an electrical circuit between the ignition power source and the vehicle ECU, so that it is coupled to the on / off state of the battery changeover switch and interrupts the electrical circuit as long as the battery changeover switch is in the ON state.

[0064] According to the control system Cu for vehicle C as described in the present embodiment, actuation of the safety relay 203 can physically prevent the activation of the vehicle ECU 202 during the battery 11 replacement procedure. This means that a situation can be prevented in which vehicle activation could cause an arc flash at a connector on the battery side or at a socket on the vehicle side of vehicle C, which could weld these components together.

[0065] Furthermore, it can prevent a situation in which an unnecessary repetition of the battery replacement procedure is required or an operational malfunction is caused in the battery replacement device of the battery replacement station.

[0066] Furthermore, the control system Cu for the vehicle C according to the present embodiment additionally comprises a battery unlock detection sensor which detects the unlocked state of a locking mechanism for fixing the battery in the electric vehicle, wherein: the first relay in the electrical circuit is arranged such that it is coupled to the on / off state of a detection signal from the battery unlock detection sensor and interrupts the electrical circuit as long as the battery unlock detection sensor detects the unlocked state; and The battery change switch and the battery unlock detection sensor are connected in parallel to the coil area of ​​the first relay via a signal line and act as fail-safe systems to prevent the activation of the vehicle ECU during a battery change procedure.

[0067] Thus, during the battery 11 replacement procedure, the activation of the vehicle ECU 202 can be prevented even more reliably, and a situation can be avoided in which an arc flash occurs at a connector on the battery side or at a socket on the vehicle side of vehicle C that receives the connector, which could weld these components together.

[0068] Furthermore, the control system Cu for the vehicle C according to the present embodiment additionally comprises a second relay which is arranged in the signal line path, which transmits a signal about the on / off state of the battery changeover switch to the first relay, in such a way that it is coupled to the operating state of the vehicle ECU, wherein the second relay allows the transmission of the signal in the signal path as long as the vehicle ECU is not in operation; and The second relay interrupts the transmission of the signal in the signal path as long as the vehicle ECU is in operation.

[0069] This prevents a situation in which, during the operation of vehicle C, an incorrect operation by the user (e.g. switching on the battery change switch 101) forcibly switches off the vehicle ECU 202 and thus causes an operational malfunction of vehicle C.

[0070] The present invention is not limited to the embodiment described above, but can be applied in various modified embodiments.

[0071] For example, in the embodiment described above, a vehicle frame Cf with a sliding rail base Cfa was described as an example for the vehicle C to which the present invention is applied. However, any support structure for the main battery 11 is possible for the realization of the vehicle C according to the present invention.

[0072] Furthermore, in the embodiment described above, a configuration with a pair of latching devices 13a that lock the main battery 11 was described as an example of the locking mechanism 13 to which the present invention is applied. However, the locking mechanism 13 used in the present invention is not limited to this configuration, but other locking mechanisms can also be used.

[0073] Furthermore, in the embodiment described above, a mode was described in which the user performs the vehicle activation operation using the key cylinder 102. However, in the control system Cu according to the present invention, a method can also be used in which the user performs the vehicle activation operation via a power switch or a similar control element.

[0074] The specific examples in this disclosure have been described in detail above; however, these specific examples are merely examples and do not limit the appended claims. The technology described in the appended claims comprises various changes and modifications made according to the specific examples described above.

[0075] The disclosure of Japanese patent application No. 2024-73940, filed on April 30, 2024, including the description, drawings and abstract, is hereby incorporated by reference in its entirety. Industrial applicability

[0076] According to the control system for an electric vehicle of the present invention, a situation can be prevented in which a vehicle activation operation is performed and an arc flash occurs at a battery connector during a battery replacement procedure. Reference symbol list C vehicle Cu control system 11 Main battery 12 Auxiliary battery 13 Locking mechanism 13S Battery Unlock Detection Sensor 14 Drive motor 101 Battery change switches 102 key cylinders 201 Battery Replacement Function ECU 202 Vehicle ECU 203 safety relays 204 System main relays 205 Holding relays E1 Ignition current source E2 Auxiliary battery power source QUOTES INCLUDED IN THE DESCRIPTION

[0000] This list of documents cited by the applicant was automatically generated and is included solely for the reader's convenience. The list is not part of the German patent or utility model application. The DPMA accepts no liability for any errors or omissions. Cited patent literature

[0000] JP 2023-134543

[0005] JP 2024-73940

[0075]

Claims

[1] Control system for an electric vehicle equipped with a battery, the control system comprising: an electronic control unit (ECU) of the vehicle; an ignition current source that starts the power supply to the vehicle ECU in response to a vehicle activation operation by a user; a battery change switch that receives a battery change command from the user; and A first relay is arranged in an electrical circuit between the ignition power source and the vehicle ECU, so that it is coupled to the on / off state of the battery changeover switch and interrupts the electrical circuit as long as the battery changeover switch is in the ON state. [2] Control system according to claim 1, further comprising a battery unlock detection sensor which detects an unlocked state of a locking mechanism for fixing the battery in the electric vehicle, wherein: the first relay in the electrical circuit is arranged such that it is coupled to the on / off state of a detection signal from the battery unlock detection sensor and interrupts the electrical circuit as long as the battery unlock detection sensor detects the unlocked state; and The battery change switch and the battery unlock detection sensor are connected in parallel to the coil area of ​​the first relay via a signal line and act as fail-safe systems to prevent the activation of the vehicle ECU during a battery change procedure. [3] Control system according to claim 1, further comprising a second relay which is arranged in the signal path which transmits a signal about the on / off state of the battery changeover switch to the first relay such that it is coupled to the operating state of the vehicle ECU, wherein the second relay allows the transmission of the signal in the signal path as long as the vehicle ECU is not in operation; and the second relay interrupts the transmission of the signal in the signal path as long as the vehicle ECU is in operation.

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