Abstract:
The purpose is to provide an electric vehicle charging device capable of preventing arc discharge when disconnecting a power supply connector and a vehicle-side connector. An electric vehicle charging device provided with: a power supply connector ( 3 ) for supplying electrical energy from outside the vehicle; a vehicle-side connector ( 2 ) for connecting to the power supply connector ( 3 ) and positioned in the vehicle; a spring ( 34 ) for generating repulsive force in the direction in which the power supply connector ( 3 ) and the vehicle-side connector ( 2 ) separate; and an engaging part ( 32 ) for detecting the disconnection of the power supply connector ( 3 ) and the vehicle-side connector ( 2 ); wherein the spring ( 34 ) generates repulsive force in the direction in which the power supply connector ( 3 ) and the vehicle-side connector ( 2 ) separate when the engaging part ( 32 ) detects that the power supply connector ( 3 ) and the vehicle-side connector ( 2 ) have disconnected.

Description:
TECHNICAL FIELD 
       [0001]    The present invention relates to an electric vehicle charging apparatus including a vehicle-side connector for battery charging, and a feeder connector that supplies electric energy from outside of an electric vehicle. 
       BACKGROUND ART 
       [0002]    With a view to realizing a low-carbon economy, there has been an interest in recent years in electric vehicles (EVs) that run solely by means of an electric motor, as well as in plug-in hybrid vehicles that are able to run by means of either of an engine and an electric motor. 
         [0003]    Such electric vehicles and plug-in hybrid vehicles are equipped with an electric motor for generating a drive force that is transmitted to the tires. The energy for driving this electric motor is supplied from a battery on-board the vehicle. This battery is chargeable from outside of the vehicle. The term “electric vehicle” is hereinafter described as a concept inclusive of plug-in hybrid vehicles as well. 
         [0004]    The battery is charged from outside of the vehicle by connecting a feeder connector, which a feeding stand installed externally to the vehicle is equipped with, to a vehicle-side connector that the vehicle has. 
         [0005]    As related electric vehicle charging apparatuses, there are those where the connection state between a vehicle-side connector and a feeder connector is detected with a sensor, and where, based on the connection state detected by the sensor and on information regarding the powertrain of the electric vehicle, a control section of the electric vehicle effects control in such a manner as to separate the feeder connector and the vehicle-side connector if the electric vehicle tries to start moving while the feeder connector is still connected (e.g., Patent Literature 1). 
       CITATION LIST 
     Patent Literature 
       [0000]    
       
         PTL 1 
         Japanese Patent Application Laid-Open No. 2010-136494 
       
     
       SUMMARY OF INVENTION 
     Technical Problem 
       [0008]    Conventional electric vehicle charging apparatuses do not give specific consideration to how the separation of the feeder connector and the vehicle-side connector is to be carried out. Failing to consider how the separation is to be carried out results in such problems as the following. 
         [0009]    When an electric vehicle tries to start moving while the feeder connector is still connected, the feeder connector and the vehicle-side connector are forcibly separated while the two are still connected. At this point, a voltage as high as several hundreds of volts is usually applied across the feeder connector and the vehicle-side connector. As the feeder connector and the vehicle-side connector become disengaged, the gas molecules between the electrodes become ionized, causing a current to flow. Consequently, an arc discharge occurs, where a current flows through gas, which is normally nonconductive. When arc discharge occurs, it poses a risk since it can possibly cause damage to the surroundings. 
         [0010]    An object of the present invention is to provide an electric vehicle charging apparatus capable of preventing the occurrence of an arc discharge when a feeder connector and a vehicle-side connector become disengaged. 
       Solution to Problem 
       [0011]    With the present invention, if disengagement of a feeder connector and a vehicle-side connector from each other is detected by a disengagement detection section when the feeder connector and the vehicle-side connector are not in a state for detachment, the feeder connector and the vehicle-side connector are made to repel each other by means of a repulsion force. 
       Advantageous Effects of Invention 
       [0012]    With an electric vehicle charging apparatus of the present invention, when a disengagement detection section detects disengagement of a feeder connector and a vehicle-side connector from each other, a repulsion force with such a directionality as to cause the feeder connector and the vehicle-side connector to break off from each other is generated, as a result of which the two connectors are quickly disengaged by means of the repulsion force. Such an arrangement produces an advantageous effect where it is possible to prevent the occurrence of an arc discharge. 
     
    
     
       BRIEF DESCRIPTION OF DRAWINGS 
         [0013]      FIG. 1  is a diagram illustrating the structure of an electric vehicle charging apparatus with respect to Embodiment 1 of the present invention; 
           [0014]      FIG. 2  is a diagram showing the structure of each section of an electric vehicle charging apparatus that is in the middle of charging with respect to Embodiment 1 of the present invention; 
           [0015]      FIG. 3  is a diagram showing the structure of each section of an electric vehicle charging apparatus with respect to Embodiment 1 of the present invention where connectors have broken off from each other; 
           [0016]      FIG. 4  is a diagram showing the structure of each section of an electric vehicle charging apparatus with respect to Embodiment 2 of the present invention; 
           [0017]      FIG. 5  is a diagram showing the structure of each section of an electric vehicle charging apparatus that is in the middle of charging with respect to Embodiment 2 of the present invention; 
           [0018]      FIG. 6  is a diagram showing the structure of an electric vehicle charging apparatus with respect to Embodiment 2 of the present invention where connectors have broken off from each other; 
           [0019]      FIG. 7  is a block diagram of an electric vehicle charging apparatus with respect to Embodiment 2 of the present invention; 
           [0020]      FIG. 8  is a diagram showing an operation of an electric vehicle charging apparatus with respect to Embodiment 2 of the present invention; and 
           [0021]      FIG. 9  is a diagram showing an operation of an electric vehicle charging apparatus with respect to a variation of Embodiment 2 of the present invention. 
       
    
    
     DESCRIPTION OF EMBODIMENTS 
     Embodiment 1 
       [0022]    An electric vehicle charging apparatus with respect to Embodiment 1 of the present invention is described below with reference to  FIGS. 1 through 3 .  FIGS. 1 through 3  are diagrams each showing the structure of an electric vehicle charging apparatus with respect to Embodiment 1 of the present invention.  FIG. 1  is a diagram of an electric vehicle charging apparatus with respect to Embodiment 1 of the present invention, where the various parts are shown disassembled.  FIG. 2  is a diagram showing the structure of each section of an electric vehicle charging apparatus in the middle of charging with respect to Embodiment 1 of the present invention.  FIG. 3  is a diagram showing the structure of each section of an electric vehicle charging apparatus with respect to Embodiment 1 of the present invention where connectors have broken off from each other. 
         [0023]    The structure of each section is first described through  FIG. 1 . Electric vehicle charging apparatus I includes: feeder connector  3 , which supplies electric energy from outside of the vehicle; and vehicle-side connector  2  that is disposed on the vehicle and that connects with feeder connector  3 . 
         [0024]    As feeder connector  3  and vehicle-side connector  2  connect with each other, electricity is supplied from feeder connector  3 , and the battery mounted on the vehicle is charged. 
         [0025]    Feeding connector  3  includes: spring  34  (corresponding to a repulsion force generation section) that generates a repulsion force with such a directionality as to cause feeder connector  3  and vehicle-side connector  2  to break off from each other; protrusion  323  and protrusion  360  that restrain the repulsion force generated by spring  34 ; latch section  32  (corresponding to a disengagement detection section) that lifts the restraint on the repulsion force generated by spring  34  upon disengagement of feeder connector  3  and vehicle-side connector  2  from each other. Each section is described in detail below. 
         [0026]    Vehicle-side connector  2  includes conductive vehicle-side electrode  20 , which is electrically connected to the battery mounted on the vehicle. Hole part  21  is formed in the outer circumference of the housing of vehicle-side connector  2 . As discussed hereinbelow, this hole part  21  is used to secure vehicle-side connector  2  and feeder connector  3  to each other. 
         [0027]    Feeder connector  3  includes: conductive feeder-side electrode  30 , which transfers the electric energy that is to be supplied to the vehicle; and charging cable  31 , which is electrically connected to this feeder-side electrode  30  and transfers the electricity from the charging stand. 
         [0028]    Feeder connector  3  also includes: latch section  32 , which secures feeder connector  3  and vehicle-side connector  2  to each other; protruding section  33  for causing feeder connector  3  and vehicle-side connector  2  to break off from each other; spring  34 , which generates a repulsion force; base section  35 , which secures spring  34 ; and feeder connector housing  36 , which houses these members. Each section of feeding connector  3  is described in detail below. 
         [0029]    Feeder-side electrode  30  is a conductive electrode that transfers the electric energy that is to be supplied to the vehicle, and is typically cylindrical. For purposes of illustration only,  FIG. 1  shows one electrode. In reality, if AC electric energy is to be supplied, feeder-side electrode  30  may include three electrodes, namely two electrodes and one ground. On the other hand, if DC electric energy is to be supplied, feeder-side electrode  30  may include two electrodes, namely a positive electrode and a negative electrode. 
         [0030]    Shielding section  300  is an insulating member for shielding feeder-side electrode  30  of feeder connector  3  so that it does not become exposed after feeder connector  3  and vehicle-side connector  2  have broken off from each other. Shielding section  300  may include an actuating mechanism (e.g., an electric motor, and/or the like) and automatically carry out shielding by sensing a break off between feeder connector  3  and vehicle-side connector  2 , or it may automatically carry out shielding by means of a spring force, and/or the like, without using electric energy. 
         [0031]    Charging cable  31  may be a cable including a conductive wire covered with an insulating material. To charging cable  31  is supplied an AC voltage of approximately 1.00 to 240 V from a household outlet, or, for example, a DC voltage of approximately 400 V from a charging stand. 
         [0032]    Latch section  32  includes latch stop  321  and latch stop  322  for securing feeding connector  3  and vehicle-side connector  2  to each other. When feeder connector  3  and vehicle-side connector  2  are connected during charging, latch stop  321  engages with hole part  21  formed in vehicle-side connector  2 , and latch stop  322  engages with hole  330  formed in protruding section  33 , which is described hereinbelow. 
         [0033]    Approximately halfway between latch stop  321  and latch stop  322  of latch section  32  is formed hole  320 . On the side of latch section  32  facing feeder connector housing  36  is formed protrusion  323 . Protrusion  323  engages with protrusion  360  formed on feeder connector housing  36 . As feeder connector  3  and vehicle-side connector  2  become disengaged, this engagement becomes undone as is discussed hereinbelow. In other words, latch section  32  corresponds to a disengagement detection section. 
         [0034]    Protruding section  33  is a member for causing feeder connector  3  and vehicle-side connector  2  to break off from each other. Protruding section  33  is in contact with spring  34  at one end, and the opposite end thereof is exposed on the side of feeder connector  3  that connects with vehicle-side connector  2 . In the event of an abnormal state, such as when the vehicle starts moving during charging, for example, protruding section  33  protrudes forcefully, thereby breaking off vehicle-side connector  2 . 
         [0035]    Hole  330  and support section  331  are formed in/on protruding section  33 . Hole  330  engages with latch stop  322  of latch section  32 . Support section  331  is a part for securing latch section  32 . A hole is formed in support section  331 . The hole formed in support section  331  and hole  320  formed in latch section  32  are so located as to be concentric. A shaft that links the holes to each other is provided along the center axes thereof. 
         [0036]    Latch section  32  and protruding section  33  are secured to each other by means of this shaft. Latch section  32  and feeder connector housing  36  are secured to each other by means of the engagement between protrusion  323  and protrusion  360 . Thus, the repulsion force of spring  34  exerted on protruding section  33  is stored without being released. 
         [0037]    The above-mentioned shaft is so structured that when a force of a predetermined magnitude or greater is applied thereto, the alignment between hole  320  and the hole formed in support section  331  is broken. Upon disengagement due to an abnormal state between feeder connector  3  and vehicle-side connector  2 , the engagement between protrusion  323  and protrusion  360  becomes undone. As a result, due to the repulsion force of spring  34 , protrusion section  3  protrudes towards vehicle-side connector  2 . Due to this protruding action, feeder connector  3  and vehicle connector  2  break off from each other. 
         [0038]    By means of a spring force, spring  34  generates a repulsion force with such a directionality as to cause feeder connector  3  and vehicle-side connector  2  to break off from each other. Spring  34  corresponds to a repulsion force generation section. 
         [0039]    Spring  34  is formed by helically winding a metal wire, and stores a repulsion force when compressed. Spring  34  is so secured as to have one end in contact with base section  35 , which is secured inside feeder connector housing  36 , and repels in the opposite direction to the end that is in contact with base section  35 . 
         [0040]    Spring  34  contacts protruding section  33  at the opposite end to the end that is in contact with base section  35 . As protruding section  33  is pushed in towards base section  35 , spring  34  contracts and stores a repulsion force. The repulsion force stored by spring  34  is exerted on protruding section  33 . However, this repulsion force is stored without being released due to the engagement between protrusion  323  formed on latch section  32  and protrusion  360  formed on feeder connector housing  36 . 
         [0041]    For spring  34 , one may use not only those that use a metal, but also gas springs which utilize the elasticity of compressed gas, or liquid springs which utilize the elasticity of liquids. 
         [0042]    Latch release section  361  is operated by the user. It is used in order to attach/detach vehicle-side connector  2  and feeder connector  3  to/from each other. Latch release section  361  may be, for example, a push switch where a shaft, which protrudes outward from within feeder connector housing  36 , has its motion restricted by a spring force directed outward of feeder connector housing  36  from latch section  32 . 
         [0043]    To attach, latch stop  321  is first displaced in the direction away from hole part  21 , after which feeder connector  3  is attached to vehicle-side connector  2 . Latch stop  321  must then be made to engage with hole part  21 . On the other hand, to detach, latch stop  321  is first displaced in the direction away from hole part  21 , after which vehicle-side connector  2  and feeder connector  3  must be detached from each other. 
         [0044]    Thus, as the user pushes latch release section  361 , latch release section  361  applies pressure onto latch stop  322 . As a result, latch stop  321  pivots about hole  320  in latch section  32  to be displaced in the direction away from hole part  21 . 
         [0045]    Each section of feeder connector  3  indicated above is housed inside feeder connector housing  36 . Feeder connector housing  36  may be made of a reinforced resin with insulating properties. So long as it has insulating properties, a material other than reinforced resin may also be used for feeder connector housing  36 . As discussed above, protrusion  360  is formed on the inner surface of feeder connector housing  36 . 
         [0046]    Next, the structure of each section is described through  FIGS. 2 and 3 . 
         [0047]      FIG. 2  depicts a state where an electric vehicle is being charged from charging stand  5 . Vehicle-side connector  2  and feeder connector  3  are connected. 
         [0048]    Latch section  32  of feeder connector  3  is secured by engaging feeder connector  3  and vehicle-side connector  2  with each other. Specifically, latch stop  321  engages with hole part  21 , and latch stop  322  engages with hole  330 . As a result, feeder connector  3  and vehicle-side connector  2  are secured to each other. 
         [0049]    The repulsion force stored in spring  34  is exerted on protruding section  33 . However, this repulsion force is stored without being released because protrusion  323  formed on latch section  32  is engaged by protrusion  360  formed on feeder connector housing  36 . 
         [0050]      FIG. 3  depicts a state where vehicle-side connector  2  and feeder connector  3  have broken off from each other due to an abnormal state, such as when the electric vehicle starts moving during charging, for example. As feeder connector  3  and vehicle-side connector  2  become disengaged from each other, the engagement of latch section  32  becomes undone. As a result, the restraint on the repulsion force stored in spring  34  is released. 
         [0051]    The releasing of the engagement of latch section  32  is carried out as follows. When vehicle-side connector  2  disengages from feeder connector  3 , a force is exerted on latch stop  321  due to a displacement of hole part  21 , and this force is transmitted to the shaft that links hole  320  formed in latch section  32  with the hole formed in support section  331 . The above-mentioned shaft is so structured that when a force of a predetermined magnitude or greater is applied thereto, the alignment between hole  320  and the hole formed in support section  331  becomes undone. Consequently, latch section  32  becomes disengaged from protruding section  33 , as a result of which the engagement between protrusion  323  and protrusion  360  also becomes undone. Because protruding section  33  is released from its immobilization by feeder connector housing  36 , the repulsion force of spring  34  is released. 
         [0052]    Due to this released repulsion force, protruding section  33  protrudes forcefully towards vehicle-side connector  2  from the side of feeder connector  3 . The protruding force of protruding section  33  is then transmitted to vehicle-side connector  2 , as a result of which vehicle-side connector  2  and feeder connector  3  break off from each other. In conjunction with this break off, shielding section  300  shields feeder-side electrode  30 . 
         [0053]    How great a repulsion force is to be stored in spring  34  is determined by how short the duration of arc generation is to be made. By way of example, let it be assumed that a break off distance of 5 mm or greater must be ensured within 100 msec. In this case, since the mass of feeder connector  3  is known, it is possible to calculate the minimum requisite repulsion force. 
         [0054]    When spring  34  is made too large, the momentum with which vehicle-side connector  2  breaks off from feeder connector  3  becomes too large. In this case, the momentum with which feeder connector  3  breaks off poses a risk of interfering with people or objects in the vicinity. For this reason, it is preferable that the repulsion force to be stored in spring  34  be set in accordance with predetermined criteria such as those above. 
         [0055]    Thus, with an electric vehicle charging apparatus of an embodiment of the present invention, as feeder connector  3  and vehicle-side connector  2  become disengaged, latch section  32 , which is a disengagement detection section, lifts its restriction of the repulsion force generated by spring  34 , which is a repulsion force generation section, as a result of which the two connectors rapidly break off from each other due to the repulsion force. Thus, an advantageous effect is produced where it is possible to prevent the occurrence of an arc discharge. 
         [0056]    With the present embodiment, a repulsion force with such a directionality as to cause feeder connector  3  and vehicle-side connector  2  to break off from each other is generated from a repulsion force derived from the spring force of spring  34 . However, the present invention is by no means limited as such, and a repulsion force may be generated through hydraulics. 
         [0057]    With the present embodiment, feeder connector  3  is provided with the repulsion force of spring  34  and a mechanism for releasing this repulsion force. However, the present invention is by no means limited as such, and such mechanisms may instead be provided on the side of vehicle-side connector  2 . 
       Embodiment 2 
       [0058]    An electric vehicle charging apparatus with respect to Embodiment 2 of the present invention is described below with reference to  FIGS. 4 through 8 .  FIGS. 4 through 6  are diagrams showing the structure of an electric vehicle charging apparatus with respect to Embodiment 2 of the present invention.  FIG. 4  is a diagram showing the structure of each section of an electric vehicle charging apparatus with respect to Embodiment 2 of the present invention.  FIG. 5  is a diagram showing the structure of each section of an electric vehicle charging apparatus in the middle of charging with respect to Embodiment 2 of the present invention.  FIG. 6  is a diagram showing the structure of an electric vehicle charging apparatus with respect to Embodiment 2 of the present invention where connectors have broken off from each other.  FIG. 7  is a block diagram of an electric vehicle charging apparatus with respect to Embodiment 2 of the present invention.  FIG. 8  is a chart showing an operation of an electric vehicle charging apparatus with respect to Embodiment 2 of the present invention. 
         [0059]    Elements with like features as those of Embodiment 1 are designated with like reference numerals, while descriptions thereof are omitted, and only points where they differ are described in detail. 
         [0060]    A difference between Embodiment 1 and Embodiment 2 lies in the fact that while, with Embodiment 1, a repulsion force with such a directionality as to cause feeder connector  3  and vehicle-side connector  2  to break off from each other is generated by means of spring  34 , with Embodiment 2, a repulsion force with such a directionality as to cause feeder connector  3  and vehicle-side connector  2  to break off from each other is generated by means of a magnetic repulsion force. 
         [0061]    As shown in  FIG. 4 , vehicle-side connector  2  includes vehicle-side permanent magnet  23 , and feeder connector  3  includes feeder-side permanent magnet  37 . Vehicle-side permanent magnet  23  and feeder-side permanent magnet  37  are disposed in such a manner that when feeder connector  3  and vehicle-side connector  2  are connected, like poles face each other. 
         [0062]    By so disposing them, when feeder connector  3  is inserted into vehicle-side connector  2 , vehicle-side permanent magnet  23  and feeder-side permanent magnet  37  generate a repulsion force with such a directionality as to cause feeder connector  3  and vehicle-side connector  2  to break off from each other. Vehicle-side permanent magnet  23  and feeder-side permanent magnet  37  correspond to a repulsion force generation section. 
         [0063]    Since a repulsion force with such a directionality as to cause feeder connector  3  and vehicle-side connector  2  to break off from each other is at work, if one were to try to insert feeder connector  3  into vehicle-side connector  2  in this state to feed power to the vehicle, this would not be possible due to their repelling each other. As such, vehicle-side connector  2  includes electromagnet  24 . 
         [0064]    When feeder connector  3  and vehicle-side connector  2  are connected, electromagnet  24  generates a magnetic force in such a manner that the opposite pole to the poles of vehicle-side permanent magnet  23  and feeder-side permanent magnet  37  so disposed as to face each other is located on the side of electromagnet  24  where feeder connector  3  is. 
         [0065]    By way of example, if vehicle-side permanent magnet  23  and feeder-side permanent magnet  37  are so disposed that their S-poles face each other, electromagnet  24  generates a magnetic field in such a manner that the N-pole is in the direction where feeder-side permanent magnet  37  is located. On the other hand, if vehicle-side permanent magnet  23  and feeder-side permanent magnet  37  are so disposed that their N-poles face each other, electromagnet  24  generates a magnetic field in such a manner that the S-pole is in the direction where feeder-side permanent magnet  37  is located. 
         [0066]    This magnetic field is so set that the force with which electromagnet  24  attracts feeder-side permanent magnet  37  is greater than the repelling force between vehicle-side permanent magnet  23  and feeder-side permanent magnet  37 . 
         [0067]    As shown in  FIG. 4 , it is preferable that the magnetic pole of electromagnet  24  be coplanar with the magnetic pole of vehicle-side permanent magnet  23  that faces feeder-side permanent magnet  37 . This is because it makes it easier for the electromagnetic force generated by electromagnet  24  to act on feeder-side permanent magnet  37 . 
         [0068]    Thus, it becomes possible to insert feeder connector  3  into vehicle-side connector  2 . Electromagnet  24  is controlled by controller section  42 , which is described hereinbelow. 
         [0069]    Electromagnet  24  is turned off by controller section  42  in the event of an anomaly during charging. As a result, vehicle-side connector  2  and feeder connector  3  break off from each other due to the repelling force. It is possible to provide feeder connector  3  with electromagnet  24 . However, anomalies during charging in the context of the present embodiment result mostly from causes associated with vehicle  4 , as in when the vehicle starts moving during charging, for example. Therefore, it is preferable that vehicle  4  be provided with electromagnet  24 . 
         [0070]    Shielding section  38  is a member for shielding feeder-side electrode  30  of feeder connector  3  so that it does not become exposed after feeder connector  3  and vehicle-side connector  2  have broken off from each other. Shielding section  38  may include an actuating mechanism (e.g. an electric motor, and/or the like) and automatically carry out shielding by sensing a break off between feeder connector  3  and vehicle-side connector  2 , or it may automatically carry out shielding by means of a spring force, and/or the like, without using electric energy. 
         [0071]    Next, functional blocks of vehicle  4 , which includes vehicle-side connector  2  and of charging stand  5 , which includes feeder connector  3 , are described with reference to  FIG. 7 . 
         [0072]    Vehicle  4  includes vehicle-side connector  2 . The AC electric energy received at this vehicle-side connector  2  is converted into DC electric energy at charger  40 , and stored in battery  41 . 
         [0073]    Vehicle-side connector  2  includes lid section  22 , which can be detached by the user and is for covering vehicle-side electrode  20 . The user initiates charging by opening lid section  22 , and then inserting feeder connector  3 . 
         [0074]    Vehicle  4  also includes controller section  42 , which controls each section, and vehicle information collection section  43 , which collects various information within the vehicle. Charging stand  5  includes feeder connector  3 , which feeds power to vehicle-side connector  2 . AC electric energy is supplied to feeder connector  3  from feeding section  50 , which is connected to a commercial power source. Each section is described in detail below. 
         [0075]    Battery  41  stores DC electric energy that is outputted by charger  40 . The stored electric energy is used as energy for driving a driving motor that is linked to, and rotates, the axle of the driving wheels of the electric vehicle. By way of example, nickel-hydrogen batteries and lithium-ion batteries may be used for battery  41 . 
         [0076]    Controller section  42  obtains from charger  40  information regarding charging, as well as various information within vehicle  4  from vehicle information collection section  43 . Based on the information above, controller section  42  controls the turning on/off of electromagnet  24 . 
         [0077]    This controller section  42  corresponds to a disengagement detection section, and detects disengagement between feeder connector  3  and vehicle-side connector  2  when the travel speed of the vehicle changes from zero to a positive speed, as will he discussed hereinbelow. 
         [0078]    The various information of vehicle  4  mentioned above refers to, for example, the travel speed of the vehicle. Further, vehicle information collection section  43  detects the state of lid section  22  (e.g., whether or not it is opened), and sends the detection result to controller section  42 . 
         [0079]    Controller section  42  may include a CPU, ROM, RAM, and/or the like. By executing a program stored on ROM (not shown), the CPU performs various operations, the outputting of control signals, and/or the like. In addition, the CPU and MPU use the RAM as a working area while running the program. Detailed operations are described hereinbelow. 
         [0080]    Charging stand  5  includes feeder connector  3 , which feeds power to vehicle-side connector  2  as discussed above. AC electric energy is supplied to feeder connector  3  from feeding section  50 , which is connected to a commercial power source. A typical example of charging stand  5  is an EV charging stand installed solely for that purpose, but its installation location is not limited in any way. 
         [0081]    By way of example, in addition to dedicated EV charging stands, it may be installed at ordinary houses, at housing complexes (e.g., condominiums), shops (e.g., convenience stores), gas stations, and/or the like. 
         [0082]      FIG. 5  depicts a state where battery  41  of vehicle  4  is being charged from charging stand  5 . Vehicle-side connector  2  and feeder connector  3  are connected with each other. At this point, controller section  42  has electromagnet  24  turned on (a magnetic field is generated). 
         [0083]    Because of vehicle-side permanent magnet  23  and feeder-side permanent magnet  37 , there is generated between feeder connector  3  and vehicle-side connector  2  a repulsion force with a repelling directionality. This repulsion force, as viewed in relation to vehicle  4 , is represented by arrow E in  FIG. 5 . With respect to this repulsion force, as electromagnet  24  is turned on, there is generated a force that attracts, as viewed in relation to vehicle  4 , feeder connector  3  in the direction of arrow F, which is in the opposite direction to arrow E. By having arrow E and arrow F cancel each other out, it is possible to smoothly connect feeder connector  3  and vehicle-side connector  2 . 
         [0084]    Furthermore, as shown in  FIG. 6 , if vehicle-side connector  2  and feeder connector  3  break off from each other due to an abnormal state, such as vehicle  4  starting to move during charging, and/or the like, controller section  42  turns electromagnet  24  off (no magnetic field is generated). 
         [0085]    Thus, the repulsion force occurring between vehicle-side permanent magnet  23  and feeder-side permanent magnet  37  is released, and feeder connector  3  breaks off forcefully. The force at this point, as viewed in relation to vehicle  4 , is represented by arrow G in  FIG. 6 . In conjunction with this break off, shielding section  38  shields feeder-side electrode  30 . 
         [0086]    With respect to an electric vehicle charging apparatus thus configured, a processing operation thereof is described with reference to  FIG. 8 .  FIG. 8  is a chart illustrating an operation of an electric  - vehicle charging apparatus (an operation of controller section  42 ) with respect to Embodiment 2 of the present invention. 
         [0087]    Upon beginning processing, controller section  42  determines, based on an output from vehicle information collection section  43 , whether or not lid section  22  is open (S 01 ). If lid section  22  is not open (NO at S 01 ), controller section  42  terminates processing since charging will never be initiated as such. 
         [0088]    On the other hand, if lid section  22  is open (YES at S 01 ), controller section  42  controls electromagnet  24  so as to turn it on (S 02 ). 
         [0089]    Following S 02 , controller section.  42  determines whether or not charging from charging stand  5  is possible (S 03 ). If charger  40  is accepting power, that information is sent to controller section  42 . At this point, controller section  42  makes a determination that charging is possible. If charging is not possible (NO at S 03 ), controller section  42  executes S 06 , which is described hereinbelow. 
         [0090]    When lid section  22  is detached, controller section  42  turns electromagnet  24  on. Since charging is never initiated when lid section  22  is attached, turning electromagnet  24  on results in electric energy being consumed. As such, by turning electromagnet  24  on once lid section  22  is detached (i.e., when it is likely that charging will take place), there is produced an advantageous effect where it is possible to minimize the current passed through electromagnet  24 . 
         [0091]    If charging is possible (YES at S 03 ), the charging of battery  41  begins via charger  40 . While this charging is taking place, controller section  42  monitors for anomalies (S 04 ). 
         [0092]    If no anomaly is occurring (NO at S 04 ), controller section  42  acquires from charger  40  information as to whether or not battery  41  is fully charged (S 05 ). If it is not fully charged (NO at S 05 ), controller section  42  returns the process to S 04 , and continues to monitor for anomalies. 
         [0093]    Once battery  41  becomes fully charged (YES at S 05 ), controller section  42  terminates the process. At this point, electromagnet  24  is turned on. However, as shown in  FIG. 5 , since the repelling force between vehicle-side permanent magnet  23  and feeder-side permanent magnet  37  is cancelled out by the magnetic field of electromagnet  24 , the user is able to cause disengagement with ease by pulling on feeder connector  3 . 
         [0094]    It is also possible to have the magnetic field of electromagnet  24  be slightly stronger than the repelling force between vehicle-side permanent magnet  23  and feeder-side permanent magnet  37  (i.e., stronger in the direction that causes feeder-side permanent magnet  37  to be pulled towards the vehicle). Thus, when inserting feeder connector  3  into vehicle-side connector  2 , feeding connector  3  is attracted towards the vehicle, thereby producing an advantageous effect where insertion by the user is made easier. 
         [0095]    If an anomaly occurs during charging (YES at S 04 ), controller section  42  turns electromagnet  24  off (S 06 ). Thus, the repelling force occurring between vehicle-side permanent magnet  23  and feeder-side permanent magnet  37  is released, and feeder connector  3  breaks off forcefully. 
         [0096]    The term “anomaly” as used above refers to, for example, a case where the vehicle starts moving during charging. If the travel speed detected by vehicle information collection section  43  changes from 0 km/h to a value other than 0 km/h, controller section  42  is able to determine that the vehicle has started moving. Thus, when the travel speed changes from zero to a positive speed, controller section  42  detects disengagement between feeder connector  3  and vehicle-side connector  2 , and effects control in such a manner as to stop the electromagnetic force generated by electromagnet  24 . 
         [0097]    After terminating the process, controller  42  once again returns the process to Start. 
         [0098]    (Variation) 
         [0099]    With the present embodiment, it has been described that vehicle-side connector  2  includes vehicle-side permanent magnet  23  and electromagnet  24 . However, the present invention is by no means limited as such. Vehicle-side connector  2  may instead include just electromagnet  24 , and be without vehicle-side permanent magnet  23 . 
         [0100]      FIG. 9  is a chart showing an operation of an electric vehicle charging apparatus with respect to a variation of Embodiment 2 of the present invention. When the arrangement above is adopted, controller section  42  does not perform S 02  in  FIG. 8 . This is because, since vehicle-side connector  2  does not include vehicle-side permanent magnet  23 , there is no need to generate a magnetic field to cancel out the repelling force between vehicle-side permanent magnet  23  and feeder-side permanent magnet  37 . 
         [0101]    If an anomaly occurs during charging (YES at S 04 ), controller section  42  turns electromagnet  24  on (S 07 ) in this variation, in contrast to how it turned electromagnet  24  off at S 06  in  FIG. 8 . At this point, the magnetic field generated by electromagnet  24  is made to be such that it has the opposite pole to the pole that would cause feeder-side permanent magnet  37  to be attracted towards vehicle-side connector  2 . Due to this magnetic field generated by electromagnet  24 , electromagnet  24  and feeder-side permanent magnet  37  repel each other, thus causing vehicle-side connector  2  and feeder connector  3  to break off from each other. In other words, with this variation, electromagnet  24  and feeder-side permanent magnet  37  correspond to a repulsion force generation section. 
         [0102]    Thus, with an electric vehicle charging apparatus of Embodiment 2, a repulsion force with such a directionality as to cause feeder connector  3  and vehicle-side connector  2  to break off from each other is venerated by means of a magnetic repulsion force, thereby causing feeder connector  3  and vehicle-side connector  2  to break off from each other forcefully. Such an arrangement produces an advantageous effect where it is possible to prevent the occurrence of an arc discharge. 
         [0103]    With the present embodiment, at S 03 , an anomaly determination is made when the travel speed detected by vehicle information collection section  43  changes from 0 km/h to a value other than 0 km/h. However, it is conceivable that the travel speed detected by vehicle information collection section  43  may sometimes become inaccurate. By way of example, a case where a very low speed value other than 0 km/h is indicated even though the vehicle is stationary in reality is conceivable. In this case, if the connectors were to be disengaged by turning electromagnet  24  off, when in fact the vehicle is stationary, it could pose a threat if there are any people nearby. 
         [0104]    As such, when the travel speed detected by vehicle information collection section  43  is at or below a predetermined value (preferably a very low speed value), even if it is a value other than 0 km/h, it is preferable that an anomaly determination not be made if at least one of the following conditions are met 
         [0105]    The conditions mentioned above include such conditions as, for example, the activation key of the drive motor not being turned, the absence of a shift maneuver (the gear being in neutral or park), the parking brake not being released, and so forth. These are detected by vehicle information collection section  43 . By further adding such conditions, an advantageous effect is produced where it is possible to prevent erroneous anomaly occurrence determinations. 
         [0106]    The disclosure of the specification, drawings, and abstract included in Japanese Patent Application No. 2010-235335, filed on Oct. 20, 2010, is incorporated herein by reference in its entirety. 
       INDUSTRIAL APPLICABILITY 
       [0107]    The present invention is effective as, for example, an electric vehicle charging apparatus including a vehicle-side connector for battery charging, and a feeder connector that supplies electric energy from outside of a vehicle, 
       REFERENCE SIGNS LIST 
       [0000]    
       
           1  Electric vehicle charging apparatus 
           2  Vehicle-side connector 
           20  Vehicle-side electrode 
           21  Hole part 
           22  Lid section 
           23  Vehicle-side permanent magnet 
           24  Electromagnet 
           3  Feeder connector 
           30  Feeder-side electrode 
           300  Shielding section 
           31  Charging cable 
           32  Latch section 
           320  Hole 
           321  Latch stop 
           322  Latch stop 
           323  Protrusion 
           33  Protruding section 
           330  Hole 
           331  Support section 
           34  Spring 
           35  Base section 
           36  Feeder connector housing 
           360  Protrusion 
           361  Latch release section 
           37  Feeder-side permanent magnet 
           38  Shielding section 
           4  Vehicle 
           40  Charger 
           41  Battery 
           42  Controller section 
           43  Vehicle information collection section 
           5  Charging stand 
           50  Feeding, section