electric vehicles

Abstract

To suppress welding of a charging relay when the charging relay is turned on.SOLUTION: An electric motor car comprises: a power storage device; a connector; a step-up / step-down converter for performing exchange of power with voltage conversion between a first power line to which the power storage device is connected and a second power line to which the connector is connected; a charging relay provided on the second power line; and a control device for controlling the step-up / step-down converter and the relay. When the connector and an external power supply device are connected, and before the charging relay is turned on, the control device controls the step-up / step-down converter such that a voltage of a converter-side part which is a part closer to the step-up / step-down converter side than the charging relay on the second power line is adjusted, on the basis of a voltage of a connector-side part which is a part closer to the connector side than the charging relay on the second power line.SELECTED DRAWING: Figure 2

Description

Technical Field

[0001] This disclosure relates to electric vehicles.

Background Art

[0002] Conventionally, an electric vehicle has been proposed that includes a power storage device, a connector connected to the power storage device via a power line, and a charging relay provided in the power line (see, for example, Patent Document 1). When connecting the connector of this electric vehicle to a rapid charger and turning on the charging relay to charge the power storage device from the rapid charger, the voltage on the rapid charger side of the charging relay is pre-charged to the voltage on the system main relay side of the charging relay, suppressing welding of the charging relay due to inrush current.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] For reasons such as using a power storage device with a high rated voltage for the above-described electric vehicle, it has been considered to add a buck-boost converter between the charging relay of the power line and the power storage device. And in such a configuration, it is required to suppress welding of the charging relay when turning on the charging relay.

[0005] The main object of the electric vehicle of this disclosure is to suppress welding of the charging relay when turning on the charging relay.

Means for Solving the Problems

[0006] The electric vehicle of this disclosure has adopted the following means to achieve the above main object.

[0007] [1] The electric vehicle of this disclosure is An electric vehicle comprising: a power storage device; a connector; a step-up / step-down converter that exchanges power with voltage conversion between a first power line to which the power storage device is connected and a second power line to which the connector is connected; a charging relay provided on the second power line; and a control device that controls the step-up / step-down converter and the relay, The control device controls the buck-boost converter such that, when the connector and the external power supply are connected and before the charging relay is turned on, the voltage of the converter side of the second power line, which is the part of the second power line closer to the charging relay than the connector, is adjusted based on the voltage of the connector side of the second power line, which is the part of the second power line closer to the charging relay than the converter. This is the gist of it.

[0008] In the electric vehicle of this disclosure, when the connector and the external power supply are connected and before the charging relay is turned on, the buck-boost converter is controlled so that the voltage of the converter side of the second power line is adjusted based on the voltage of the connector side of the second power line, which is the part of the second power line closer to the connector than the charging relay. Then, when the absolute value of the voltage difference obtained by subtracting the voltage of the converter side from the voltage of the connector side is relatively small, the charging relay can be turned on, thereby suppressing welding of the charging relay when the charging relay is turned on.

[0009] [2] In the electric vehicle of the present disclosure (the electric vehicle described in [1] above), the control device may, before turning on the relay, control the buck-boost converter by feedforward control based on the voltage of the connector side portion and / or by feedback control to bring the voltage of the converter side portion closer to the voltage of the connector side portion. In this way, the voltage of the converter side portion can be adjusted by controlling the buck-boost converter by feedforward control or feedback control.

[0010] [3] In this case (the electric vehicle described in [2] above), the control device may turn on the charging relay when at least one of the following conditions is met before turning on the charging relay: the absolute value of the voltage difference obtained by subtracting the voltage of the converter side from the voltage of the connector side remains below a difference threshold for a first predetermined time; and the feedforward control and / or the feedback control continues for a second predetermined time. This will further suppress welding of the charging relay when it is turned on.

[0011] [4] In this case (the electric vehicle described in [3] above), the system includes a first voltage sensor for detecting the voltage on the connector side and a second voltage sensor for detecting the voltage on the converter side, and the difference threshold may be set based on at least one of the following: the allowable upper limit of the absolute value of the voltage difference, the detection error of the first voltage sensor, the detection error of the second voltage sensor, and the voltage control error of the connector side by the external power supply. This allows the difference threshold to be set more appropriately.

[0012] [5] In the electric vehicle of the present disclosure (the electric vehicle described in any one of [1] to [4] above), the control device may, when the connector and the external power supply device are connected, control the step-up / step-down converter such that, after turning on the charging relay, the voltage of the converter side portion is higher than before the charging relay was turned on, within a range below the allowable upper limit voltage of the external power supply device. This suppresses the cost increase due to the increased voltage withstand capability of the charging relay, while suppressing welding of the charging relay when turning on the charging relay, and also increases the charging power of the energy storage device after turning on the charging relay to shorten the charging time of the energy storage device. [Brief explanation of the drawing]

[0013] [Figure 1] This is a schematic diagram of the configuration of the electric vehicle 20 and the charging station 80 as an external power supply device in this embodiment. [Figure 2] This flowchart shows an example of an external charging control routine executed by the vehicle's ECU 50. [Figure 3] This is an explanatory diagram showing an example of what happens when external charging is initiated. [Modes for carrying out the invention]

[0014] Embodiments of the present disclosure will be described with reference to the drawings. Figure 1 is a schematic diagram of the configuration of an electric vehicle 20 and a charging station 80 as an external power supply device according to this embodiment. As shown in the figure, the electric vehicle 20 includes a motor 22, an inverter 24, a battery 26 as an energy storage device, a system main relay 30, a vehicle-side connector 32, a charging relay 36, a step-up / step-down converter 38, and a vehicle electronic control unit (hereinafter referred to as "vehicle ECU") 50.

[0015] The motor 22 is configured, for example, as a synchronous generator-motor. The rotor of the motor 22 is connected to a drive shaft that is connected to the drive wheel via a differential gear. The inverter 24 is used to drive the motor 22. The inverter 24 is also connected to the power line 28 together with the battery 26 and the step-up / step-down converter 38. The battery 26 is configured, for example, as a lithium-ion secondary battery or a nickel-metal hydride secondary battery.

[0016] The system main relay 30 is located on the power line 28. This system main relay 30 includes a positive-side relay SMRB located on the positive-side line of the power line 28, a negative-side relay SMRG located on the negative-side line of the power line 28, and a pre-charge circuit in which a pre-charge resistor R and a pre-charge relay SMRP are connected in series to bypass the negative-side relay SMRG. The system main relay 30 switches on and off to connect and disconnect the inverter 24 and buck-boost converter 38 side to the battery 26 side on the power line 28.

[0017] The vehicle-side connector 32 is configured to be connectable to the stand-side connector 84 of the charging station 80. This vehicle-side connector 32 is connected to the power line 34 together with the step-up / step-down converter 38. The charging relay 36 is provided on the power line 34. This charging relay 36 has a positive-side relay DCRB provided on the positive-side line of the power line 34 and a negative-side relay DCRG provided on the negative-side line of the power line 34. The charging relay 36 connects and disconnects the vehicle-side connector 32 side and the step-up / step-down converter 38 side of the power line 34 by switching it on and off.

[0018] The buck-boost converter 38 is connected to power line 28 and power line 34. The buck-boost converter 38 is configured as a buck-boost chopper circuit having multiple switching elements and a reactor. The buck-boost converter 38 is configured to either boost the power from power line 34 and supply it to power line 28, or buck the power from power line 34 and supply it to power line 28.

[0019] The vehicle ECU 50 is equipped with a microcomputer. The microcomputer has a CPU, ROM, RAM, flash memory, input / output ports, and communication ports. The vehicle ECU 50 receives signals from various sensors. For example, the vehicle ECU 50 receives the rotational position θm of the rotor of the motor 22 from the rotational position sensor, and the phase currents Iu, Iv, and Iw of each phase of the motor from the current sensor. The vehicle ECU 50 also receives the voltage VB of the battery 26 from the voltage sensor 26a and the current IB of the battery 26 from the current sensor 26b. It also receives the voltage VDC of the power line 34 from the voltage sensor 34a on the vehicle side connector 32 side of the charging relay 36 (hereinafter referred to as the "connector side portion"), and the voltage VL of the power line 34 from the voltage sensor 34b on the step-up / step-down converter 38 side of the charging relay 36 (hereinafter referred to as the "converter side portion").

[0020] The vehicle ECU 50 outputs various control signals. For example, the vehicle ECU 50 outputs control signals to the inverter 24, control signals to the system main relay 30 (positive-side relay SMRB, negative-side relay SMRG, pre-charge relay SMRP), control signals to the charge relay 36 (positive-side relay DCRB, negative-side relay DCRG), and control signals to the buck-boost converter 38. The vehicle ECU 50 calculates the state of charge SOC of the battery 26 based on the current IB of the battery 40. The vehicle ECU 50 can communicate with the stand electronic control unit (hereinafter referred to as the "stand ECU") 88 of the charging stand 80 by wire and / or wirelessly at home or at a charging station, etc.

[0021] The charging stand 80 is provided at home or at a charging station, etc. The charging stand 80 includes a power supply device 82, a stand-side connector 84, and a stand ECU 88. The power supply device 82 is connected to the stand-side connector 84 via a power line 86. The power supply device 82 is configured to convert AC power from the power grid into DC power and adjust the output voltage and output current for output. The stand-side connector 84 is configured to be connectable to the vehicle-side connector 32 of the electric vehicle 20. When the stand-side connector 84 and the vehicle-side connector 32 are connected, the power line 86 and the power line 34 are connected.

[0022] The stand ECU 88 includes a microcomputer. The microcomputer has a CPU, a ROM, a RAM, a flash memory, an input / output port, and a communication port. The stand ECU 88 inputs the output voltage Vs of the power supply device 82 from the voltage sensor 86a and the output current Is of the power supply device 82 from the current sensor 86b. The stand ECU 88 outputs a control signal to the power supply device 82. The stand ECU 88 calculates the output power Ps based on the output voltage Vs and the output current Is. The stand ECU 88 can communicate with the vehicle ECU 50 of the electric vehicle 20.

[0023] Next, the operation of the electric vehicle 20 in this embodiment, in particular, the operation during external charging where the battery 26 is charged using power from the charging station 80, will be described. Figure 2 is a flowchart of an example of an external charging control routine executed by the vehicle ECU 50. This routine is executed when the vehicle-side connector 32 of the electric vehicle 20 and the station-side connector 84 of the charging station 80 are connected at home or at a charging station, and the charging start conditions are met. The charging start conditions include, for example, an OR condition such as a condition instructed by the user to start charging the battery 40, or a condition where the charging start time based on the departure time set by the user has been reached.

[0024] When the external charging control routine shown in Figure 2 is executed, the vehicle ECU 50 first turns on the system main relay 30 (step S100), sets the voltage VL1 to the voltage command VL* on the converter side, and controls the buck-boost converter 38 using the voltage command VL* (step S110). Here, the voltage VL1 is a relatively low voltage, for example, a voltage with a margin added to the allowable lower limit voltage of the power supply device 82. The buck-boost converter 38 is controlled, for example, by setting the duty cycle of multiple switching elements of the buck-boost converter 38 based on the value obtained by dividing the voltage command VL* by the battery voltage VB, and then controlling the switching of the multiple switching elements using the set duty cycle. The duty cycle corresponds to the step-down ratio of the buck-boost converter 38.

[0025] Next, the vehicle ECU 50 transmits a voltage control command to the stand ECU 88 (step S120). Upon receiving the voltage control command, the stand ECU 88 controls the power supply device 82 so that its output voltage Vs becomes the target voltage Vs*. As a result, the voltage VDC on the converter side becomes approximately the target voltage Vs*. Here, the target voltage Vs* is a relatively low voltage within the allowable voltage range of the power supply device 82, for example, a voltage around voltage VL1.

[0026] Then, using the voltage VDC on the connector side, the voltage VL on the converter side, and the previous voltage command (previous VL*), the voltage command VL* on the converter side is calculated using equation (1), and the step-up / step-down converter 38 is controlled using the calculated voltage command VL* on the converter side (step S130). Here, equation (1) is a relational expression in voltage feedback control to bring the voltage VL on the converter side closer to the voltage VDC on the connector side. In equation (1), the second term on the right side is the proportional term in voltage feedback control, and "kp" is the gain of the proportional term.

[0027] VL* = Previous VL* + kp·(VDC-VL) (1)

[0028] Next, it is determined whether the absolute value of the voltage difference ΔV (=VDC-VL) obtained by subtracting the voltage VL on the converter side from the voltage VDC on the connector side remains below the threshold ΔVref for a predetermined time T1 (step S140). Here, the threshold ΔVref is a threshold used to determine whether the voltage VDC on the connector side and the voltage VL on the converter side are sufficiently close. The threshold ΔVref is set based on at least one of the following: the allowable upper limit value ΔVmax of the absolute value of the voltage difference ΔV, the detection error εa of the voltage sensor 34a, the detection error εb of the voltage sensor 34b, and the control error εc of the voltage VDC on the connector side by the power supply device 82. For example, the threshold ΔVref is set within the range between the upper and lower limits, with the upper limit being the value obtained by subtracting the detection error εa of the voltage sensor 34a, the detection error εb of the voltage sensor 34b, the ripple Rvl of the voltage VL on the converter side that occurs in conjunction with the control of the step-up / step-down converter 38, and the margin β1 from the allowable upper limit ΔVmax of the absolute value of the voltage difference ΔV, and the lower limit being the margin β2. The margins β1 and β2 are determined by considering the ripple Rvdc of the output voltage Vs and consequently the voltage VDC on the connector side that occurs in conjunction with the control of the power supply device 82, and the expected changes in the voltage VDC on the connector side and the voltage VL on the converter side during the delay time from when it is determined in step S140 that the absolute value of the voltage difference ΔV has remained below the threshold ΔVref for a predetermined time T1 until the charging relay 36 is turned on. The predetermined time T1 is defined as the time during which it can be determined (confirmed) that the absolute value of the voltage difference ΔV is less than or equal to the threshold ΔVref.

[0029] If in step S140 it is determined that the absolute value of the voltage difference ΔV is greater than the threshold ΔVref, or if it is determined that the absolute value of the voltage difference ΔV is less than or equal to the threshold ΔVref but has not yet continued for the predetermined time T1, the process returns to step S130.

[0030] In step S140, if it is determined that the absolute value of the voltage difference ΔV remains below the threshold ΔVref for a predetermined time T1, the charging relay 36 is turned on (step S150). In other words, in this embodiment, the charging relay 36 is turned on when the voltage VDC on the connector side and the voltage VL on the converter side are sufficiently close. This suppresses welding of the charging relay 36 when it is turned on. Furthermore, by setting the threshold ΔVref to a relatively small value within the above upper and lower limits, welding of the charging relay 36 can be suppressed even more effectively.

[0031] When the charging relay 36 is turned on, the voltage VL2 is set to the voltage command VL* on the converter side, and the step-up / step-down converter 38 is controlled using the set voltage command VL* (step S160), and a current control command is sent to the stand ECU 88 (step S170). Here, the voltage VL2 is a voltage that is somewhat higher than the voltages VL1 and VDC1, for example, a voltage obtained by subtracting a margin from the allowable upper limit voltage of the power supply device 82. When the stand ECU 88 receives the current control command, it controls the power supply device 82 so that the output current Is of the power supply device 82 becomes the target current Is*. As a result, the current flowing through the power line 34 becomes approximately the target current Is*. Here, the target current Is* is either a predetermined constant value or is determined based on the specifications of the electric vehicle 20, for example, the rated current of the power line 34.

[0032] Through the control of the step-up / step-down converter 38 and the power supply device 82, power from the power supply device 82 is supplied to the battery 26 via the power line 86, the stand-side connector 84, the vehicle-side connector 32, the power line 34, the step-up / step-down converter 38, and the power line 28, thereby charging the battery 26. In this embodiment, by increasing the voltage of the power line 34 after turning on the charging relay 36 compared to before turning on the charging relay 36, the power of the power line 34 and, consequently, the charging power of the battery 26 can be increased, thereby shortening the charging time of the battery 26. Furthermore, by lowering the voltage of the connector-side portion and the converter-side portion before turning on the charging relay 36 compared to after turning on the charging relay 36, it is possible to suppress the cost increase due to the increased voltage rating of the charging relay 36 while suppressing welding of the charging relay 36 when turning on the charging relay 36.

[0033] In this way, while charging the battery 26 using power from the power supply device 82, the system waits for the charging stop condition to be met by determining whether or not the charging stop condition has been met (step S180). Here, the charging stop condition may be an OR condition such as the condition that the charge level (SOC) of the battery 26 reaches a threshold Sth or higher, or the condition that the user instructs the battery 26 to stop charging.

[0034] If the vehicle ECU 50 determines in step S180 that the charging stop condition has been met, it executes the charging stop process (step S190) and terminates this routine. In this charging stop process, the vehicle ECU 50 stops the step-up / step-down converter 38 and sends a charging stop command to the stand ECU 88. Upon receiving the charging stop command, the stand ECU 88 stops the power supply device 82. After that, the vehicle ECU 50 turns off the charging relay 36 and the system main relay 30.

[0035] Figure 3 is an explanatory diagram showing an example of what happens when external charging is started. As shown in the figure, when the vehicle ECU 50 turns on the system main relay 30 (time t11) and sets the voltage VL1 to the voltage command VL* on the converter side and starts controlling the buck-boost converter 38 (time t12), the voltage difference ΔV (=VDC-VL) becomes larger on the negative side. Subsequently, when the stand ECU 88 sets the voltage VDC1 to the voltage command VDC* on the connector side and starts controlling the power supply device 82 (time t13), the voltage difference ΔV changes. Then, the vehicle ECU 50 starts controlling the buck-boost converter 38 by feedback control (time t14), and when the absolute value of the voltage difference ΔV remains below the threshold ΔVref for a predetermined time T1 (time t15), it turns on the charging relay 36. This makes it possible to suppress welding of the charging relay 36 when it is turned on. Subsequently, the vehicle ECU 50 controls the step-up / step-down converter 38 by setting a voltage VL2 higher than voltage VL1 in the voltage command VL* on the converter side, while the stand ECU 88 controls the power supply device 82 by current control. Through this control, the battery 26 is charged.

[0036] In the electric vehicle 20 of this embodiment described above, the voltage command VL* on the converter side is set by feedback control based on the voltage VL on the converter side and the voltage VDC on the connector side to control the step-up / step-down converter 38. When the absolute value of the voltage difference ΔV (=VDC-VL) remains below the threshold ΔVref for a predetermined time T1, the charging relay 36 is turned on. This makes it possible to suppress welding of the charging relay 36 when it is turned on.

[0037] In the embodiment described above, the vehicle ECU 50 calculates the voltage command VL* for the converter side portion by voltage feedback control using a proportional term, as shown in equation (1), before turning on the charging relay 36. However, the voltage command VL* may also be calculated by voltage feedback control that adds integral or differential terms to the proportional term. Alternatively, instead of equation (1), when the voltage VL of the converter side portion is equal to the voltage VDC of the connector side portion, the previous voltage command (previous VL*) may be set as the new voltage command VL*; when the voltage VL of the converter side portion is higher than the voltage VDC of the connector side portion, the value obtained by subtracting a predetermined voltage α from the previous voltage command (previous VL*) may be set as the new voltage command VL*; and when the voltage VL of the converter side portion is less than the voltage VDC of the connector side portion, the value obtained by adding a predetermined voltage α to the previous voltage command (previous VL*) may be set as the new voltage command VL*.

[0038] In the embodiment described above, before turning on the charging relay 36, the voltage command VL* for the converter side is calculated by voltage feedback control as shown in equation (1). However, the voltage command VL* may be calculated by voltage feedforward control in addition to or instead of voltage feedback control. In this case, for example, the voltage VDC for the connector side may be used as the feedforward term.

[0039] In the above-described embodiment, the control of the buck-boost converter 38 by voltage feedback control is initiated when the voltage VL1 is set as the voltage command VL* on the converter side to control the buck-boost converter 38, and the voltage VDC1 is set as the voltage command VDC* on the connector side to control the power supply device 82. However, it is also possible to wait for the voltage VDC on the connector side to stabilize before initiating the control of the buck-boost converter 38 by voltage feedback control. Here, whether or not the voltage VDC on the connector side is stable can be determined, for example, by determining whether the voltage fluctuation F1 of the voltage VDC on the connector side is less than or equal to the threshold F1ref, which is the value obtained by subtracting the minimum value from the maximum value of the voltage VDC on the connector side over a predetermined period. The same considerations apply when initiating control of the buck-boost converter 38 by voltage feedforward control instead of control of the buck-boost converter 38 by voltage feedback control, or when initiating control of the buck-boost converter 38 by both voltage feedforward control and voltage feedback control.

[0040] In the above-described embodiment, the charging relay 36 is turned on when the voltage difference ΔV remains below the threshold ΔVref for a predetermined time T1 while the buck-boost converter 38 is controlled by voltage feedback control. However, the charging relay 36 may also be turned on when the control of the buck-boost converter 38 by voltage feedback control continues for a predetermined time T2. Here, the predetermined time T2 is defined as the time during which it is possible to determine (estimate) that the voltage difference ΔV is below the threshold ΔVref. The same considerations can be applied when the buck-boost converter 38 is controlled by voltage feedforward control instead of voltage feedback control, or when the buck-boost converter 38 is controlled by both voltage feedforward control and voltage feedback control. Furthermore, the charging relay 36 may also be turned on when the fluctuation F2 of the value obtained by subtracting the voltage VL on the converter side from the voltage VDC on the connector side (VDC-VL) during a predetermined period, i.e., the value (VDC-VL), is below the threshold F2ref.

[0041] In the embodiment described above, after turning on the charging relay 36, the voltage command VL* on the converter side is increased within a range below the allowable upper limit voltage of the power supply device 82 compared to before turning on the charging relay 36, thereby controlling the step-up / step-down converter 38. However, the voltage command VL* on the converter side may be kept approximately the same before and after turning on the charging relay 36.

[0042] In the embodiment described above, a battery 26 is used as the energy storage device. However, a capacitor or the like may be used instead.

[0043] In the embodiment described above, the vehicle was an electric vehicle 20 equipped with a motor 22. However, it may also be a hybrid vehicle equipped with an engine in addition to the motor 22, or a fuel cell vehicle equipped with a fuel cell in addition to the motor 22.

[0044] The correspondence between the main elements of the embodiment and the main elements of the invention described in the section on means for solving the problem will be explained. In the embodiment, the battery 26 corresponds to the "energy storage device", the vehicle-side connector 32 corresponds to the "connector", the step-up / step-down converter 38 corresponds to the "step-up / step-down converter", the charging relay 36 corresponds to the "charging relay", and the vehicle ECU 50 corresponds to the "control device".

[0045] Furthermore, the correspondence between the main elements of the embodiment and the main elements of the invention described in the section on means for solving the problem is merely an example to specifically explain the form in which the embodiment implements the invention described in the section on means for solving the problem, and does not limit the elements of the invention described in the section on means for solving the problem. In other words, the interpretation of the invention described in the section on means for solving the problem should be based on the description in that section, and the embodiment is merely one specific example of the invention described in the section on means for solving the problem.

[0046] While embodiments for implementing this disclosure have been described above, this disclosure is not limited in any way to these embodiments, and can of course be implemented in various forms without departing from the gist of this disclosure. [Industrial applicability]

[0047] This disclosure can be used in industries such as electric vehicle manufacturing. [Explanation of Symbols]

[0048] 20 Electric vehicle, 22 Motor, 24 Inverter, 26 Battery, 26a Voltage sensor, 26b Current sensor, 28 Power line, 30 System main relay, 32 Vehicle-side connector, 34 Power line, 34a Voltage sensor, 34b Voltage sensor, 36 Charging relay, 38 Step-up / Step-down converter, 40 Battery, 50 Vehicle ECU, 80 Charging station, 82 Power supply device, 84 Station-side connector, 86 Power line, 86a Voltage sensor, 86b Current sensor, 88 Station ECU.

Claims

1. An electric vehicle comprising: a power storage device; a connector; a step-up / step-down converter that exchanges power with voltage conversion between a first power line to which the power storage device is connected and a second power line to which the connector is connected; a charging relay provided on the second power line; and a control device that controls the step-up / step-down converter and the relay, The control device controls the buck-boost converter by feedforward control based on the voltage of the connector-side portion of the second power line, which is the portion of the second power line closer to the connector than the charging relay, and / or by feedback control to bring the voltage of the converter-side portion of the second power line, which is the portion of the second power line closer to the buck-boost converter than the charging relay, closer to the voltage of the connector-side portion, before the connector and the charging relay are connected and the charging relay is turned on. The control device turns on the charging relay when at least one of the following conditions is met before turning on the charging relay: the absolute value of the voltage difference obtained by subtracting the voltage of the converter side from the voltage of the connector side remains below a difference threshold for a first predetermined time; and the feedforward control and / or the feedback control continues for a second predetermined time. Electric car.

2. The electric vehicle according to claim 1, A first voltage sensor that detects the voltage at the connector side portion, A second voltage sensor detects the voltage on the converter side, Equipped with, The difference threshold is set based on at least one of the following: the allowable upper limit of the absolute value of the voltage difference, the detection error of the first voltage sensor, the detection error of the second voltage sensor, and the voltage control error of the connector side portion by the external power supply. Electric car.

3. An electric vehicle according to claim 1 or 2, When the connector and the external power supply are connected, the control device controls the buck-boost converter such that, after turning on the charging relay, the voltage on the converter side is higher than before the charging relay was turned on, within a range below the allowable upper limit voltage of the external power supply. Electric car.

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