Control system for electric vehicle

Abstract

To provide a control system for an electric vehicle, capable of preventing occurrence of a situation where, during battery replacement operation, vehicle start-up operation is performed, causing arc discharge in a battery connector, or the like.SOLUTION: A control system Cu for an electric vehicle C according to the present disclosure includes: a vehicle ECU 202; an ignition power source E1 that starts power supply to the vehicle ECU 202 in response to vehicle start-up operation by a user; a battery replacement switch 101 that receives replacement command operation for a battery 11 from the user; and a first relay 203 that is disposed in an electric circuit L1 connecting the ignition power source E1 and the vehicle ECU 202, so as to be linked to ON / OFF states of the battery replacement switch 101, and that electrically cuts off the electric circuit L1 while the battery replacement switch 101 is in the ON state.SELECTED DRAWING: Figure 7

Description

[Technical Field]

[0001] The present disclosure relates to a control system for an electric vehicle. [Background technology]

[0002] BACKGROUND ART Electric vehicles equipped with batteries (for example, electric cars and electric scooters) have been known in the past.

[0003] In recent years, an increasing number of electric vehicles of this type are being equipped with battery exchange systems. Such battery exchange systems are generally designed based on the concept that when the stored power of a battery installed in a vehicle becomes low, the battery is exchanged for another fully charged battery at a battery exchange station, instead of charging the battery each time (see, for example, Patent Document 1).

[0004] In this type of battery exchange system, the operation of a locking mechanism (see, for example, Figures 3 and 4 described below) that supports and fixes the battery to the vehicle frame is typically controlled under the control of an ECU (Electronic Control Unit), and the battery is removed from and / or attached to the vehicle frame. At this time, the ECU establishes communication with a battery exchange station, and then works in cooperation with a battery exchange machine at the battery exchange station, which then exchanges the battery installed in the vehicle. [Prior art documents] [Patent documents]

[0005] [Patent Document 1] Patent application No. 2023-134543 Summary of the Invention [Problem to be solved by the invention]

[0006] However, this type of battery exchange system is currently under development, and has not yet reached the stage where it can identify various problems that may arise during actual vehicle use and optimize the vehicle's control system as a whole.

[0007] In light of this, the inventors of the present application have come to the realization that, while a vehicle is actually in use, the driver may accidentally start the vehicle (i.e., turn on the ignition switch in the key cylinder) while the battery is being replaced. In such a case, the system main relay in the electrical circuit connecting the battery and the vehicle's drive motor turns on upon receiving a vehicle start command from the key cylinder, and high voltage generated at the battery terminals may be applied to the unconnected battery connector on the vehicle side, causing an arc discharge. As a result, the battery connector may weld or other components may be damaged.

[0008] In addition, the system main relay is generally arranged in the output section on the battery side, and is designed to be switched on by the ECU when the vehicle start operation is performed so that the vehicle can be driven.

[0009] Furthermore, if the vehicle is started during a battery exchange, the ECU will normally issue an emergency stop command to the battery exchange station to avoid danger, which may result in the battery exchange having to be repeated unnecessarily or may cause the battery exchange machine at the battery exchange station to malfunction.

[0010] The present disclosure has been made in consideration of the above-mentioned problems, and aims to provide a control system for an electric vehicle that can prevent situations such as arc discharge occurring in the battery connector when the vehicle startup operation is performed during a battery replacement operation. [Means for solving the problem]

[0011] The main invention that solves the above-mentioned problems is: A control system for an electric vehicle equipped with a battery, A vehicle ECU; an ignition power supply that starts supplying power to the vehicle ECU in response to a vehicle startup operation by a user; a battery replacement switch that receives a command to replace the battery from the user; a first relay that is disposed in an electric path connecting the ignition power supply and the vehicle ECU so as to be linked to an on / off state of the battery exchange switch, and that electrically interrupts the electric path while the battery exchange switch is in an on state; The control system is provided with: [Effects of the Invention]

[0012] The control system for an electric vehicle according to the present invention makes it possible to prevent situations such as arc discharge occurring in the battery connector when the vehicle is started during a battery replacement operation. [Brief explanation of the drawings]

[0013] [Figure 1] FIG. 1 is a diagram (plan view) showing an example of a vehicle configuration; [Figure 2] FIG. 1 is a diagram showing an example of a manner in which a main battery is attached to a vehicle; [Figure 3] FIG. 10 is a diagram showing an example of the configuration of a locking mechanism (unlocked state) [Figure 4] FIG. 1 is a diagram showing an example of the configuration of a locking mechanism (locked state); [Figure 5] Diagram showing the appearance of the main battery [Figure 6] FIG. 10 is a diagram showing an example of a drive mechanism for a lock mechanism. [Figure 7] FIG. 1 is a diagram showing an example of the configuration of a vehicle control system (initial state); [Figure 8] A diagram showing an example of the configuration of a vehicle control system (during normal operation) [Figure 9] Diagram showing an example of the configuration of a vehicle control system (when replacing the battery) DETAILED DESCRIPTION OF THE INVENTION

[0014] Hereinafter, preferred embodiments of the present disclosure will be described in detail with reference to the accompanying drawings. In this specification and drawings, components having substantially the same functions are designated by the same reference numerals, and redundant description will be omitted.

[0015] An example of the configuration of an electric vehicle (hereinafter referred to as "vehicle C") according to one embodiment of the present invention and a control system for vehicle C (hereinafter referred to as "control system Cu") will be described below.

[0016] In this embodiment, the battery replacement function of the control system Cu will be mainly described. The battery to be replaced by the control system Cu is, for example, a battery mounted on an electrically powered vehicle such as an electric vehicle or a hybrid vehicle, and used as a driving power source for the vehicle (hereinafter also referred to as a "main battery").

[0017] <Overall vehicle configuration> Fig. 1 is a diagram (plan view) showing an example of the configuration of a vehicle C. Fig. 2 is a diagram showing an example of a manner in which a main battery 11 is attached to the vehicle C.

[0018] 3 and 4 are diagrams (plan views) showing an example of the configuration of the locking mechanism 13 that fixes the main battery 11 to the vehicle C. Fig. 3 shows the unlocked state of the locking mechanism 13, and Fig. 4 shows the locked state of the locking mechanism 13.

[0019] Fig. 5 is a diagram showing the appearance of the main battery 11. Fig. 6 is a diagram showing an example of a drive mechanism for the lock mechanism 13.

[0020] The vehicle C is a vehicle such as an electric vehicle or a hybrid vehicle that can run using a driving power source of a main battery 11. FIG. 1 shows the configuration of a large vehicle such as a truck as an example. The vehicle frame Cf of the vehicle C extends along the longitudinal direction of the vehicle, is disposed on both the left and right sides of the vehicle, and supports the vehicle body and various on-board equipment. The vehicle frame Cf also supports a cab that forms the driver's seat Ca at the front of the vehicle C. The vehicle frame Cf is formed, for example, from a steel frame having a U-shaped cross section.

[0021] The vehicle C includes a main battery 11, an auxiliary battery 12, a locking mechanism 13, a drive motor 14, a battery exchange switch 101, a key cylinder 102, a battery exchange function ECU 201, and a vehicle ECU 202.

[0022] The main battery 11 is a high-voltage battery that supplies operating power for driving the vehicle C to the drive motor 14. In this embodiment, the main battery 11 is, for example, a battery pack of 300V-class lithium-ion batteries.

[0023] The main battery 11 is detachably attached to the side of the vehicle frame Cf via a locking mechanism 13. In this embodiment, the main battery 11 is attached to each of the left and right vehicle frames Cf.

[0024] The main battery 11 has a terminal portion 11c on its side, and is electrically connectable via the terminal portion 11c to a battery connector (not shown) on the vehicle C. The main battery 11 also has a rod-shaped striker 11s for engaging with the latch 13a of the locking mechanism 13 (see FIG. 5).

[0025] 2, the vehicle frame Cf has a mounting base Cfb for mounting the main battery 11, and a slide rail base Cfa that supports the mounting base Cfb so that it can slide. The slide rail base Cfa is attached to the outer side surface of the vehicle frame Cf and extends horizontally from the vehicle frame Cf toward the outer side of the vehicle C. The slide rail base Cfa guides the mounting base Cfb so that it can slide between a battery storage position and a battery attachment / detachment position within the vehicle C.

[0026] FIG. 2 shows a state in which the mounting base Cfb has been slid from the battery attachment / detachment position to the battery storage position.

[0027] In the vehicle C according to this embodiment, when the main battery 11 is stored in the vehicle C, the main battery 11 is placed on the storage stand Cfb when the storage stand Cfb is in the battery attachment / detachment position. Then, while placed on the storage stand Cfb, the main battery 11 is slid along the slide rail base Cfa and guided from the battery attachment / detachment position to the battery storage position. Then, at the battery storage position, the main battery 11 is locked to the vehicle frame Cf using the locking mechanism 13. At this time, the terminal portion 11c of the main battery 11 is connected to the battery connector on the vehicle C side, completing the storage of the main battery 11 in the vehicle C.

[0028] On the other hand, in the vehicle C according to this embodiment, when the main battery 11 is removed from inside the vehicle C, for example, the locking mechanism 13 is driven to release the locked state of the main battery 11 from the vehicle frame Cf. Then, while placed on the mounting base Cfb, the main battery 11 is slid along the slide rail base Cfa and guided from the battery storage position inside the vehicle C to the battery attachment / detachment position. Then, at the battery attachment / detachment position, the main battery 11 is lifted up, for example, onto a battery exchange machine at a battery exchange station and removed from the vehicle C.

[0029] For an example of the operation of the battery exchange machine in the battery exchange station, please refer to, for example, Patent Document 1, a prior application of the applicant of the present application.

[0030] The auxiliary battery 12 is a low-voltage battery that supplies operating power to on-board electrical components. The auxiliary battery 12 is, for example, a 12V lead-acid battery. The auxiliary battery 12 is fixed to a side portion of the vehicle frame Cf. In the vehicle C according to this embodiment, the power supplied from the auxiliary battery 12 operates, for example, ECUs (e.g., a battery exchange function ECU 201 and a vehicle ECU 202, which will be described later) and the locking mechanism 13 (see FIG. 6).

[0031] The locking mechanism 13 is fixed to the vehicle frame Cf and detachably attaches the main battery 11 to the vehicle frame Cf (see Figures 3, 4, and 6). Note that in Figures 3 and 4, the main battery 11 is not shown, and only the striker 11s attached to the side of the main battery 11 is shown.

[0032] The lock mechanism 13 according to this embodiment includes a latch 13a, a hydraulic cylinder 13b, a drive pump 13c, a control valve 13d, a first relay 13fa, and a second relay 13fb.

[0033] The latches 13a are provided in pairs along the front-rear direction of the vehicle frame Cf. Each of the pair of latches 13a is supported rotatably about a vertical axis by a bracket attached to the vehicle frame Cf. Each of the pair of latches 13a is a hook member that extends from the inside to the outside of the vehicle frame Cf and hooks onto the rod-shaped striker 11s. Each of the pair of latches 13a rotates about the vertical axis in conjunction with the operation of the hydraulic cylinder 13b.

[0034] That is, when locking the main battery 11 to the vehicle frame Cf, each of the pair of latches 13a rotates to one side about the vertical axis and engages with a striker 11s attached to the main battery 11, securing the main battery 11 to the vehicle frame Cf. When unlocking the main battery 11 from the vehicle frame Cf, each of the pair of latches 13a rotates to the other side about the vertical axis and releases the engagement between the main battery 11 and the striker 11s, allowing the main battery 11 to be removed from the vehicle frame Cf.

[0035] The locking mechanism 13 typically maintains a locked state in which the main battery 11 is fixed to the vehicle frame Cf when the main battery 11 is stored inside the vehicle C. Furthermore, the locking mechanism 13 releases the locked state between the main battery 11 and the vehicle frame Cf when the main battery 11 is replaced.

[0036] In the locking mechanism 13, one side of the pair of latches 13a is directly connected to the hydraulic cylinder 13b, and the other side of the pair of latches 13a is connected to the hydraulic cylinder 13b via a rod 13bb.

[0037] The locking mechanism 13 is also provided with battery unlock detection sensors 13S corresponding to each of the pair of latches 13a, which detect whether the main battery 11 is locked or unlocked. The battery unlock detection sensors 13S are, for example, configured with a contact switch, and change their on / off state in conjunction with the locking mechanism 13 as the bracket attached to the locking mechanism 13 protrudes and retracts.

[0038] A detection signal from the battery unlock detection sensor 13S is sent to the battery exchange function ECU 201 and a safety relay 203 (described later with reference to FIG. 7).

[0039] The hydraulic cylinder 13b is connected to a hydraulic circuit and its state changes depending on the operating states of a drive pump 13c that supplies hydraulic oil to the hydraulic circuit and a control valve 13d disposed in the hydraulic circuit. That is, the drive pump 13c sends high-pressure hydraulic oil to the hydraulic circuit, and the control valve 13d controls the supply state of the hydraulic oil to the hydraulic cylinder 13b. As a result, the hydraulic cylinder 13b converts the fluid energy of the hydraulic oil into mechanical energy to move the pair of latches 13a.

[0040] The operating state of the hydraulic cylinder 13b is controlled by a battery exchange function ECU 201 that controls the drive pump 13c and the control valve 13d. Specifically, the exchange function ECU 201 controls the operation of the drive pump 13c by controlling the on / off of a first relay 13fa that is disposed in a line connecting the drive pump 13c and the auxiliary battery 12 that supplies operating power to the drive pump 13c. Similarly, the battery exchange function ECU 201 controls the operation of the control valve 13d by controlling the on / off of a second relay 13fb that is disposed in a line connecting the control valve 13d and the auxiliary battery 12 that supplies operating power to the control valve 13d.

[0041] The battery replacement function ECU 201 is a controller that operates the lock mechanism 13 and switches between a locked state and an unlocked state of the main battery 11 relative to the vehicle frame Cf. The battery replacement function ECU 201 is also configured to be able to communicate with a battery replacement station, and performs the replacement operation of the main battery 11 in cooperation with the battery replacement station.

[0042] The vehicle ECU 202 is a main controller that controls each part of the vehicle C.

[0043] When the vehicle C is started, the vehicle ECU 202 switches on the system main relay 204 that electrically connects the main battery 11 and the drive motor 14 so that the vehicle C can run.

[0044] Here, vehicle ECU 202 operates using power supplied from ignition power supply E1. Vehicle ECU 202 starts up when it receives power supply from ignition power supply E1, and switches on system main relay 204 when it is started up (as will be described later with reference to FIG. 7).

[0045] The vehicle ECU 202 and the battery exchange function ECU 201 are microcomputers configured to include, for example, a CPU (Central Processing Unit), a ROM (Read Only Memory), a RAM (Random Access Memory), an input port, an output port, a communication module, and the like.

[0046] The key cylinder 102 and the battery exchange switch 101 are operating units disposed on an instrument panel in front of the driver's seat Ca of the vehicle C, for example.

[0047] The key cylinder 102 is a conventionally known key cylinder that functions as an ignition switch, and is configured as one unit with the ignition switch of the vehicle C. The key cylinder 102 accepts a key for the vehicle C held by the driver, and when the rotor of the key cylinder 102 is rotated with the key to a designated vehicle start position, the built-in ignition switch is turned on.

[0048] The battery replacement switch 101 receives a battery replacement command operation (meaning a replacement command operation for the main battery 11; the same applies hereinafter) from the user. When the battery replacement switch 101 receives a battery replacement command operation from the user, it transmits the replacement command to the battery replacement function ECU 201.

[0049] <Vehicle control system> Next, the configuration of the control system Cu of the vehicle C, which is incorporated into the vehicle C as a safety function during battery replacement, will be described.

[0050] Figures 7 to 9 are diagrams showing the configuration of the control system Cu of vehicle C. Figure 7 shows the state of the control system Cu when vehicle C is in an initial non-operating state, Figure 8 shows the state of the control system Cu when vehicle C is in normal operation (meaning when the vehicle is operating other than during battery replacement; the same applies below), and Figure 9 shows the state of the control system Cu during a battery replacement operation. Note that dotted lines in Figures 8 and 9 indicate the flow of current.

[0051] The control system Cu of the vehicle C according to this embodiment prevents the activation of the vehicle ECU 202 during the battery replacement described above, thereby preventing the system main relay 204 in the electrical path connecting the main battery 11 and the drive motor 14 from turning on. In other words, this prevents a situation such as arc discharge occurring in the battery connector on the vehicle C side due to a high voltage generated at the terminal 11c of the main battery 11.

[0052] The system main relay 204 is designed to be switched on by the vehicle ECU 202 when a vehicle start operation is performed, in order to make the vehicle ready to run.

[0053] In order to realize such a safety function during battery replacement, the control system Cu is provided with a safety relay 203 and a hold relay 205. The safety relay 203 and the hold relay 205 are mounted on the vehicle C together with the vehicle ECU 202 and the like.

[0054] 7 to 9 indicate circuit networks within the vehicle C. L1 is an electrical path for supplying power from the ignition power supply E1 to the vehicle ECU 202. L2 is a signal path for transmitting a signal relating to the on / off state from the battery exchange switch 101 and the battery unlock detection sensor 13S to the safety relay 203. L3 is a signal path for transmitting a signal relating to the on / off state from the system main relay 204 to the hold relay 205. L4 is a signal path for transmitting a signal relating to the on / off state from the vehicle ECU 202 to the system main relay 204.

[0055] The ignition power supply E1 is a low-voltage power supply that starts supplying power to each control circuit in the vehicle C in response to a vehicle start-up operation (i.e., a key-on operation) by the user. The ignition power supply E1 is configured to operate in conjunction with the state of the key cylinder 102 for the ignition switch, and starts supplying power to each control circuit in the vehicle C when the user turns the key cylinder 102 on. Note that the ignition power supply E1 is generated, for example, using power from the auxiliary battery 12.

[0056] Here, the ignition power supply E1 starts supplying power to the vehicle ECU 202 when the key cylinder 102 is turned on. The vehicle ECU 202 operates using the power supplied from the ignition power supply E1.

[0057] The auxiliary battery power supply E2 is a power supply (for example, a 12V power supply) supplied by the auxiliary battery 12. The auxiliary battery power supply E2 is capable of supplying power at all times regardless of the operating state of the vehicle C.

[0058] The safety relay 203 (corresponding to the "first relay" of the present invention) is arranged in the electrical path L1 connecting the ignition power supply E1 and the vehicle ECU 202 so as to be linked to the on / off state of the battery unlock detection sensor 13S and the on / off state of the battery exchange switch 101.

[0059] 3 and 4, the battery unlock detection sensor 13S is a sensor that monitors the state of the lock mechanism 13 that secures the main battery 11 to the vehicle frame Cf. Here, the battery unlock detection sensor 13S is in an OFF state when the lock mechanism 13 is in a locked state, and changes to an ON state when the lock mechanism 13 is in an unlocked state.

[0060] The battery replacement switch 101 is an operation unit that accepts a battery replacement command operation from a user, as described above with reference to Fig. 1. The battery replacement switch 101 is in an OFF state when a battery replacement command has not been issued, and is in an ON state when a battery replacement command has been issued.

[0061] The safety relay 203 electrically interrupts the electric circuit L1 when the battery exchange switch 101 is in the ON state (i.e., when a battery exchange command is being issued). The safety relay 203 also electrically interrupts the electric circuit L1 when the battery unlock detection sensor 13S is in the ON state (i.e., when the lock mechanism 13 is in the unlocked state). In other words, the safety relay 203 interrupts the electric circuit L1 connecting the ignition power supply E1 and the vehicle ECU 202 during battery exchange.

[0062] More specifically, the safety relay 203 is a normally-closed relay and includes a coil portion 203a that operates in response to an electrical signal flowing through a signal path L2, and a contact portion 203b that opens and closes the electric circuit L1 in conjunction with the operation of the coil portion 203a. When no current flows through the coil portion 203a, the contact portion 203b maintains an ON state, keeping the electric circuit L1 in a conducting state (see FIG. 8). On the other hand, when a current flows through the coil portion 203a, the contact portion 203b changes to an OFF state, interrupting the electric circuit L1 (see FIG. 9).

[0063] Here, the battery exchange switch 101 and the battery unlock detection sensor 13S are disposed on the signal path L2 at positions where they are connected in series with the coil 203a of the safety relay 203. The signal path L2 is configured so that current flows from the auxiliary battery power supply E2 when the battery exchange switch 101 or the battery unlock detection sensor 13S is turned on. As a result, when the battery exchange switch 101 is turned on (i.e., when a battery exchange command is issued) or when the battery unlock detection sensor 13S is turned on (i.e., when the lock mechanism 13 is in the unlocked state), the coil 203a of the safety relay 203 receives the current flowing through the signal path L2 and changes the contact 203b to the off state (i.e., breaks the electrical path L1).

[0064] The battery exchange switch 101 and the battery unlock detection sensor 13S are connected in parallel via a signal line L2 to the coil portion 203a of the safety relay 203. The battery exchange switch 101 and the battery unlock detection sensor 13S change the state of the safety relay 203 independently of each other according to their own on / off states.

[0065] That is, the battery exchange switch 101 and the battery unlock detection sensor 13S function as a fail-safe to reliably prevent the vehicle ECU 202 from starting up during the battery exchange operation. For example, toward the end of the battery exchange operation, a user may mistakenly believe that the battery exchange is complete and turn off the battery exchange switch 101 to start the vehicle (i.e., turn on the key). In such a case, if the battery unlock detection sensor 13S were not provided, the vehicle ECU 202 would start up and turn on the system main relay 204 even though the battery lock for the vehicle C has not been completed (i.e., there is a risk of arc discharge occurring in the battery connector). Such a situation can be prevented by linking 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.

[0066] However, the safety relay 203 is arranged in an electric circuit L1 connecting the ignition power supply E1 and the vehicle ECU 202 so as to be linked to a change in the state of the system main relay 204, and while the system main relay 204 is in the on state, the electric circuit L1 is maintained in a conducting state regardless of the state of the battery exchange switch 101 and / or the battery unlock detection sensor 13S (see FIG. 8). This makes it possible to prevent a situation in which the operation of the vehicle ECU 202 is forcibly shut down due to an erroneous operation by the user (for example, an operation to turn on the battery exchange switch 101) while the system main relay 204 is in the on state (i.e., while the vehicle is running).

[0067] The function of preventing the forced shutdown of the vehicle ECU 202 is realized by the hold relay 205 here.

[0068] Hold relay 205 (corresponding to the "second relay" of the present invention) is disposed in signal path L2 so as to be linked to the on / off state of the operating state of vehicle ECU 202. More specifically, hold relay 205 is a normally closed relay and includes a coil unit 205a that operates in response to an electric signal flowing through signal path L3, and a contact unit 205b that opens and closes signal path L2 in response to the operation of coil unit 205a. Here, signal path L3 is a signal path that passes current from auxiliary battery power supply E2 in response to the on / off state of system main relay 204. That is, when system main relay 204 is in the on state (i.e., when the vehicle is operating), contact unit 205b of hold relay 205 is in the off state, and interrupts signal path L2. On the other hand, when the system main relay 204 is in the OFF state (that is, when the vehicle is not in operation), the contact portion 205b of the hold relay 205 is in the ON state, and the signal path L2 is maintained in a conducting state.

[0069] The system main relay 204 is a normally open relay and includes a coil 204a that operates in response to an electrical signal (i.e., an activation command signal from the vehicle ECU 202) flowing through a signal path L4 connected to the vehicle ECU 202, and a contact 204b that opens and closes a signal path L3 in response to the operation of the coil 204a. When the vehicle ECU 202 is in the on state (i.e., the vehicle is operating), the contact 204b of the system main relay 204 is in the off state, causing the signal path L3 to be energized and allowing current from the auxiliary battery power supply E2 to flow through the signal path L3. On the other hand, when the vehicle ECU 202 is in the off state (i.e., the vehicle is not operating), the contact 204b of the system main relay 204 is in the on state, breaking the signal path L3 and preventing current from flowing from the auxiliary battery power supply E2 to the hold relay 205.

[0070] With this configuration, when the system main relay 204 is in the ON state (i.e., when the vehicle is operating), the hold relay 205 blocks transmission of signals related to the ON / OFF states of the battery exchange switch 101 and the battery unlock detection sensor 13S via the signal path L2 to the coil 203a of the safety relay 203. In other words, as a result, when the system main relay 204 is in the ON state (i.e., when the vehicle is operating), the ON state of the safety relay 203 is maintained regardless of the ON / OFF states of the battery exchange switch 101 and the battery unlock detection sensor 13S (see FIG. 8).

[0071] This makes it possible to prevent a situation in which the operation of vehicle ECU 202 is forcibly shut down due to an erroneous operation by the user (for example, turning on battery exchange switch 101) when system main relay 204 is in the ON state.

[0072] [effect] As described above, the control system Cu of the vehicle C according to this embodiment: A vehicle ECU; an ignition power supply that starts supplying power to the vehicle ECU in response to a vehicle startup operation by a user; a battery replacement switch that receives a command to replace the battery from the user; a first relay that is disposed in an electric path connecting the ignition power supply and the vehicle ECU so as to be linked to an on / off state of the battery exchange switch, and that electrically interrupts the electric path while the battery exchange switch is in an on state; Equipped with.

[0073] According to the control system Cu for the electric vehicle C of this embodiment, the safety relay 203 operates to physically prevent the vehicle ECU 202 from starting up during the replacement operation of the battery 11. In other words, this prevents arc discharge from occurring in the connector on the battery side or the socket on the vehicle C side that receives the connector, causing welding between them, when the vehicle is started.

[0074] This also makes it possible to prevent unnecessary redoing of the battery exchange operation and to prevent malfunction of the battery exchange machine at the battery exchange station.

[0075] Furthermore, the control system Cu of the vehicle C according to this embodiment is a battery unlock detection sensor that detects an unlocked state of a lock mechanism that fixes the battery to the vehicle; the first relay is disposed in the electric circuit so as to be linked to an on / off state of a detection signal from the battery unlock detection sensor, and electrically interrupts the electric circuit while the battery unlock detection sensor is detecting the unlocked state; The battery exchange switch and the battery unlock detection sensor are connected in parallel to the coil portion of the first relay via a signal line, and function as a fail-safe that prevents the vehicle ECU from starting up during the battery exchange operation.

[0076] This more reliably prevents the vehicle ECU 202 from starting up during the battery 11 replacement operation, and prevents arc discharge from occurring in the connector on the battery side or the socket on the vehicle C side that receives the connector, causing them to weld together.

[0077] Furthermore, the control system Cu of the vehicle C according to this embodiment is as follows: a second relay disposed in a signal path that transmits a signal relating to an on / off state of the battery exchange switch to the first relay so as to be linked to an operating state of the vehicle ECU; The second relay allows transmission of the signal through the signal path while the vehicle ECU is not operating, and blocks transmission of the signal through the signal path while the vehicle ECU is operating.

[0078] This prevents a situation in which the operation of the vehicle ECU 202 is forcibly shut down due to a user mistake (for example, turning on the battery exchange switch 101) while the vehicle C is in operation, causing the vehicle C to malfunction.

[0079] The present invention is not limited to the above-described embodiment, but can be applied to various modified aspects.

[0080] For example, in the above embodiment, a vehicle frame Cf having a slide rail base Cfa was shown as an example of a vehicle C to which the present invention is applicable, but in realizing the vehicle C of the present invention, the support manner of the main battery 11 is arbitrary.

[0081] In the above embodiment, as an example of the locking mechanism 13 applied to the present invention, a pair of latches 13a is used to lock the main battery 11. However, the locking mechanism 13 used in the present invention is arbitrary, and other locking mechanisms may be used.

[0082] In the above embodiment, the user performs the vehicle start operation using the key cylinder 102. However, in the control system Cu according to the present invention, the user may perform the vehicle start operation using a power switch or the like.

[0083] Although specific examples of the present invention have been described above in detail, these are merely examples and do not limit the scope of the claims. The technology described in the claims includes various modifications and alterations of the specific examples exemplified above. [Industrial Applicability]

[0084] The control system for an electric vehicle according to the present invention makes it possible to prevent situations such as arc discharge occurring in the battery connector when the vehicle is started during a battery replacement operation. [Explanation of symbols]

[0085] C vehicle Cu Control System 11 Main battery 12 Auxiliary battery 13 Locking mechanism 13S Battery unlock detection sensor 14 Drive motor 101 Battery replacement switch 102 Key cylinder 201 Battery exchange function ECU 202 Vehicle ECU 203 Safety relay 204 System Main Relay 205 Hold Relay E1 Ignition Power Supply E2 Auxiliary battery power supply

Claims

1. A control system for an electric vehicle equipped with a battery, A vehicle ECU; an ignition power supply that starts supplying power to the vehicle ECU in response to a vehicle startup operation by a user; a battery replacement switch that receives a command to replace the battery from the user; a first relay that is disposed in an electric path connecting the ignition power supply and the vehicle ECU so as to be linked to an on / off state of the battery exchange switch, and that electrically interrupts the electric path while the battery exchange switch is in an on state; A control system comprising:

2. a battery unlock detection sensor that detects an unlocked state of a lock mechanism that fixes the battery to the vehicle; the first relay is disposed in the electric circuit so as to be linked to an ON / OFF state of a detection signal from the battery unlock detection sensor, and electrically interrupts the electric circuit while the battery unlock detection sensor is detecting the unlocked state; The battery exchange switch and the battery unlock detection sensor are connected in parallel to the coil portion of the first relay via a signal line, and function as a fail-safe to prevent the vehicle ECU from starting up during the battery exchange operation. The control system of claim 1 .

3. a second relay disposed in a signal path that transmits a signal relating to an on / off state of the battery exchange switch to the first relay so as to be linked to an operating state of the vehicle ECU; The second relay allows transmission of the signal through the signal path while the vehicle ECU is not operating, and blocks transmission of the signal through the signal path while the vehicle ECU is operating. The control system of claim 1 .

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