Vehicle control device, vehicle, power supply system, discharge connector, power device, and power supply method

Abstract

The present disclosure relates to a vehicle control device, a vehicle, a power supply system, a discharge connector, a power device, and a power supply method. A vehicle (1) includes an in-vehicle inverter (16) configured to be able to adjust a voltage of power and a vehicle inlet (17). The vehicle inlet (17) has a CS terminal (215) that transmits a near field detection signal for identifying a connection state of a discharge connector (2) and the vehicle inlet (17). An ECU (19) has a processor (191) that selects a voltage of power output from the in-vehicle inverter (16). In a case where the near field detection signal is within a first range (a fourth range or a fifth range), the processor (191) selects AC 100 V. On the other hand, in a case where the near field detection signal is within a second range (a fifth range or a sixth range) in which at least a part is different from the first range, the processor (191) selects AC 200 V, which is higher than AC 100 V.

Description

Technical Field

[0001] This disclosure relates to vehicle control devices, vehicles, power supply systems, discharge connectors, power equipment, and power supply methods. Background Technology

[0002] Vehicles capable of supplying electricity to external systems are known. The supply of electricity from a vehicle to indoor devices is also known as V2H (Vehicle to Home), and the supply of electricity from a vehicle to electrical equipment is also known as V2L (Vehicle to Load). Various technologies related to V2H and V2L have been proposed. For example, Japanese Patent No. 5123419 discloses a connector for connecting electrical equipment receiving power to a vehicle. Summary of the Invention

[0003] In order to utilize various indoor devices or electrical equipment, there is a need to supply power with an appropriate voltage corresponding to the operating voltage of the indoor devices or electrical equipment. In particular, it is desirable to be able to supply power with the appropriate voltage using the simplest possible structure.

[0004] This disclosure was made to solve the above-mentioned problems, and the purpose of this disclosure is to enable the supply of power at an appropriate voltage in a simple structure.

[0005] (1) One aspect of the vehicle control device disclosed herein is a vehicle configured to discharge to the outside via a discharge connector. The vehicle includes: a power conversion device configured to adjust the voltage of the power; and a connection portion that, when connected to the discharge connector, discharges power output from the power conversion device to the discharge connector. The connection portion has an identification terminal. The vehicle control device includes a processor that selects the voltage of the power output from the power conversion device. When the voltage of the identification terminal is within a first range, the processor selects a first voltage; on the other hand, when the voltage of the identification terminal is within a second range different from the first range, the processor selects a second voltage different from the first voltage.

[0006] (2) The voltage level of the identification terminal varies depending on the connection status between the discharge connector and the connection part.

[0007] (3) The discharge connector includes a discharge start switch that accepts user operation to initiate discharge from the connection portion. The voltage level of the identification terminal varies according to the user operation on the discharge start switch. There is a third range that is different from both the first and second ranges. When the voltage of the identification terminal varies between the first and third ranges, the processor controls the power conversion device to start outputting power at the first voltage. On the other hand, when the voltage of the identification terminal varies between the second and third ranges, the processor controls the power conversion device to start outputting power at the second voltage.

[0008] (4) The third range includes a fourth range and a fifth range that do not overlap. When the voltage of the identification terminal changes between the first range and the fourth range, the processor controls the power conversion device to start outputting power at the first voltage. On the other hand, when the voltage of the identification terminal changes between the second range and the fifth range, the processor controls the power conversion device to start outputting power at the second voltage.

[0009] (5) When the voltage of the identification terminal is detected to change between the first range and the third range multiple times, the processor controls the power conversion device to start outputting the first voltage power. On the other hand, when the voltage of the identification terminal is detected to change between the second range and the third range multiple times, the processor controls the power conversion device to start outputting the second voltage power.

[0010] (6) The identification terminal is, for example, the CS terminal that transmits a proximity detection signal as defined in IEC (International Electrotechnical Commission) 61851-1. The first range and the second range are, for example, voltage ranges that are not defined in IEC 61851-1 for the CS terminal.

[0011] (7) Another technical solution of this disclosure involves a vehicle control device configured to discharge power to the outside via a discharge connector. The vehicle includes an on-board inverter configured to adjust the voltage of the power supply; and a vehicle interface that, when connected to the discharge connector, discharges power output from the on-board inverter to the discharge connector. The vehicle interface has a CS terminal that transmits a proximity detection signal whose voltage level varies depending on the connection status between the discharge connector and the connection portion. The vehicle control device includes a processor that selects the voltage of the power output from the on-board inverter. When the proximity detection signal is within a first range, the processor selects a first voltage; conversely, when the proximity detection signal is within a second range different from the first range, the processor selects a second voltage different from the first voltage.

[0012] (8) The vehicle of another technical solution disclosed herein is equipped with the above-mentioned vehicle control device.

[0013] (9) The power supply system of another technical solution disclosed herein has the above-mentioned vehicle and discharge connector.

[0014] (10) Another power supply method of this disclosure supplies power from a vehicle to the outside via a discharge connector. The vehicle includes a connection portion connected to the discharge connector, configured to adjust the voltage of the power discharged from the connection portion. The connection portion has an identification terminal. The power supply method includes the steps of: when the voltage of the identification terminal is within a first range, the vehicle discharges power of a first voltage from the connection portion; and when the voltage of the identification terminal is within a second range different from the first range, the vehicle discharges power of a second voltage different from the first voltage from the connection portion.

[0015] (11) Another discharge connector of the present disclosure is configured to connect to a connection portion provided in a vehicle. The discharge connector includes: an identification terminal; a first circuit configured such that when the discharge connector is connected to the connection portion, the voltage of the identification terminal is within a first range; a second circuit configured such that when the discharge connector is connected to the connection portion, the voltage of the identification terminal becomes within a second range different from the first range; and a switch configured to selectively connect one of the first circuit and the second circuit to the identification terminal.

[0016] (12) Another technical solution of this disclosure includes an electrical device configured to receive power from a vehicle. The vehicle is configured to adjust the voltage of the power output from the connection. The electrical device includes an identification terminal, a discharge connector configured to connect to the connection, and a control device. When the voltage of the identification terminal is within a first range, the control device sends a command to the vehicle to discharge power at the first voltage from the connection. On the other hand, when the voltage of the identification terminal is within a second range different from the first range, the control device sends a command to the vehicle to discharge power at the second voltage different from the first voltage from the connection.

[0017] The above and other objects, features, aspects and advantages of the present invention will become clear from the following detailed description relating to the invention, which is understood in conjunction with the accompanying drawings. Attached Figure Description

[0018] Figure 1 This is a diagram that roughly represents the overall structure of the power supply system of Implementation Method 1.

[0019] Figure 2 This is a diagram showing an example of the structure of a vehicle, a discharge connector, and electrical equipment.

[0020] Figure 3 This diagram shows an example of a terminal located on the connection portion of a discharge connector.

[0021] Figure 4 This is a diagram used to illustrate the voltage range of proximity detection signals as defined in the international standard (IEC 61851-1).

[0022] Figure 5 This is a diagram illustrating the distribution of the voltage range of the proximity detection signal in Embodiment 1 of Embodiment 1.

[0023] Figure 6 This is a circuit block diagram illustrating an example of the structure of the AC100V discharge connector in Embodiment 1 of Embodiment 1.

[0024] Figure 7 This is a circuit block diagram illustrating an example of the structure of the discharge connector for AC200V output in Embodiment 1 of Embodiment 1.

[0025] Figure 8 This is a timing diagram showing the time variation of the proximity sensing signal in Embodiment 1 of Implementation 1, when using a discharge connector for AC100V.

[0026] Figure 9 This is a timing diagram showing the time variation of the proximity sensing signal in Embodiment 1 of Implementation 1, when a discharge connector for AC200V is used.

[0027] Figure 10 This is a flowchart illustrating the process executed by the ECU in Embodiment 1 of Implementation 1.

[0028] Figure 11 This is a diagram illustrating the distribution of the voltage range of the proximity detection signal in Embodiment 2 of Embodiment 1.

[0029] Figure 12 This is a timing diagram showing the time variation of the proximity sensing signal in Embodiment 2 of Embodiment 1, when using a discharge connector for AC100V.

[0030] Figure 13 This is a timing diagram showing the time variation of the proximity sensing signal in Embodiment 2 of Embodiment 1, when using a discharge connector for AC200V.

[0031] Figure 14 This is a flowchart illustrating the process executed by the ECU in Embodiment 2 of Implementation 1.

[0032] Figure 15This is a diagram illustrating the distribution of the voltage range of the proximity detection signal in Example 3 of Embodiment 1.

[0033] Figure 16 This is a timing diagram showing the time variation of the proximity sensing signal in Example 3 of Embodiment 1, when using a discharge connector for AC100V.

[0034] Figure 17 This is a timing diagram showing the time variation of the proximity sensing signal in Example 3 of Embodiment 1, where a discharge connector for AC200V is used.

[0035] Figure 18 This is a flowchart illustrating the process executed by the ECU in Embodiment 3 of Implementation 1.

[0036] Figure 19 This is a circuit block diagram illustrating an example of the structure of the discharge connector in a modified embodiment 1.

[0037] Figure 20 This is a diagram that roughly represents the overall structure of the power supply system in Implementation Method 2.

[0038] Figure 21 This is a diagram illustrating a structural example of a vehicle and EVPS.

[0039] Figure 22 This is a circuit block diagram illustrating an example of the structure of the discharge connector in Embodiment 2.

[0040] Figure 23 This is a control sequence diagram representing the overall discharge control process in V2H. Detailed Implementation

[0041] Hereinafter, embodiments of the present disclosure will be described in detail with reference to the accompanying drawings. It should be noted that the same or equivalent parts in the drawings are labeled with the same reference numerals, and their descriptions will not be repeated.

[0042] [Implementation Method 1]

[0043] In Embodiment 1, the structure of V2L implemented by the power supply system of the present disclosure is described.

[0044] <System Structure>

[0045] Figure 1 This is a diagram that schematically illustrates the overall structure of the power supply system of Embodiment 1. The power supply system 10 includes a vehicle 1, a discharge connector 2, electrical equipment 3, and a server 9.

[0046] Vehicle 1 is a vehicle capable of V2L (Vehicle-to-Land) operation. In this embodiment, vehicle 1 is configured to discharge alternating current (AC) electricity to electrical equipment 3. More specifically, vehicle 1 is an electric vehicle (BEV), a plug-in hybrid electric vehicle (PHEV), a fuel cell electric vehicle (FCEV), etc.

[0047] The discharge connector 2, also known as the VPC (Vehicle Power Connector), connects to the vehicle access port 17 of the vehicle 1. Discharge power from the vehicle 1 is supplied to the device body 32 via the discharge connector 2 and the power cable 31 of the electrical device 3. For a detailed description of the structure of the discharge connector 2 in this embodiment, please refer to... Figure 2 , Figure 3 , Figure 7 , Figure 8 Please provide further explanation.

[0048] Electrical device 3 is a device that operates by consuming AC power. The type of electrical device 3 is not particularly limited. Electrical device 3 is not limited to household electrical equipment (civilian equipment), but can be industrial electrical equipment (heavy electrical equipment). In this example, the operating voltage of electrical device 3 is AC100V (equivalent to the "first voltage" of this disclosure) or AC200V (equivalent to the "second voltage" of this disclosure). The operating voltage of electrical device 3 may vary depending on the sales region of electrical device 3, etc. For example, the operating voltage of electrical device 3 may also be AC120V or AC240V.

[0049] Server 9 includes a processor 91 such as a CPU (Central Processing Unit), a memory 92 such as ROM (Read-Only Memory) and RAM (Random Access Memory), and a communication device 93. The processor 91 is configured to perform computational processing related to the discharge control from vehicle 1 to electrical equipment 3. The memory 92 stores programs executable by the processor 91. Server 9 is configured to conduct bidirectional wireless communication with vehicle 1 using the communication device 93. Server 9 can control the discharge operation of vehicle 1 by sending commands to vehicle 1.

[0050] Figure 2This is a diagram illustrating a structural example of vehicle 1, discharge connector 2, and electrical equipment 3. In this example, vehicle 1 is an electric vehicle and includes an electric generator 11, a PCU (Power Control Unit) 12, an on-board battery 13, a system main relay (SMR) 14, a discharge relay 15, an on-board inverter 16, a vehicle interface 17, a communication module 18, and an ECU (Electronic Control Unit) 19.

[0051] The electric generator 11 is, for example, a three-phase AC rotary motor. The electric generator 11 uses AC power discharged from the vehicle battery 13 to rotate the drive shaft. Additionally, the electric generator 11 can also generate electricity through regenerative braking. The AC power generated by the electric generator 11 is converted into DC (Direct Current) power by the PCU 12 to charge the vehicle battery 13.

[0052] PCU12 is electrically connected to electric generator 11. PCU12 includes a converter and inverter (not shown). PCU12 performs bidirectional power conversion between on-board battery 13 and electric generator 11 according to instructions from ECU19.

[0053] The vehicle battery 13 is electrically connected to the SMR 14. The vehicle battery 13 is a battery pack comprising multiple battery cells (not shown). Each battery cell is typically a secondary battery such as a lithium-ion battery or a nickel-metal hydride battery. The vehicle battery 13 stores power supplied from an external charger (not shown) or power generated by the electric generator 11. Furthermore, when the vehicle 1 is in motion, the vehicle battery 13 supplies DC power used to generate the driving force of the vehicle 1 to the electric generator 11. Additionally, when the vehicle 1 is parked, the vehicle battery 13 supplies DC power used for AC / DC conversion to the vehicle inverter 16. It should be noted that a capacitor such as a double-layer capacitor may be used instead of the vehicle battery 13.

[0054] One end of SMR14 is electrically connected to the vehicle battery 13. The other end of SMR14 is electrically connected to the power line connecting PCU12 and discharge relay 15. SMR14 is closed / opened according to commands from ECU19.

[0055] The discharge relay 15 is electrically connected between the PCU 12 and the vehicle inverter 16. Like the SMR 14, the discharge relay 15 is closed / opened according to commands from the ECU 19. When both the SMR 14 and the discharge relay 15 are closed, DC power can be supplied from the vehicle battery 13 to the vehicle inverter 16.

[0056] The vehicle inverter 16 is electrically connected between the discharge relay 15 and the vehicle input 17. In this example, the vehicle inverter 16 is a bidirectional charger configured to convert AC power to DC power and vice versa. Alternatively, the vehicle inverter 16 may include both a unidirectional charger that converts AC power to DC power and an AC inverter that converts DC power to AC power (neither shown).

[0057] In this embodiment, the vehicle inverter 16 is configured to adjust the voltage of the AC power according to instructions from the ECU 19. More specifically, the vehicle inverter 16 is configured to output 100V AC power (more specifically, 100V single-phase 3-wire AC power) or 200V AC power (more specifically, 200V single-phase 3-wire AC power). The vehicle inverter 16 is an example of the "power conversion device" of this disclosure. As will be described later, the power supplied from the vehicle 1 may also be DC power. In this case, the "power conversion device" of this disclosure may also be a DC / DC converter.

[0058] Vehicle access point 17 is electrically connected to vehicle inverter 16. Vehicle access point 17 is configured to accept a charging connector (not shown) extending from a charging cable of an external charger, and is also configured to accept a discharge connector 2. When discharge connector 2 is inserted into vehicle access point 17, vehicle access point 17 is configured to not only output discharge power to discharge connector 2, but also receive proximity detection signals (described later) from discharge connector 2.

[0059] It should be noted that when the vehicle access point 17 is used for discharge, it is also considered to refer to it as "exit point" instead of "access point," but in accordance with the international standard (IEC 62196-2:2011) related to vehicle connectors, it is referred to as "access point." The vehicle access point 17 is equivalent to the "connection part" of this disclosure.

[0060] Communication module 18 is configured to communicate with server 9 (see reference). Figure 1 The vehicle 1 uses a Digital Communication Module (DCM) for wireless communication. Vehicle 1 can send various data to server 9 or receive instructions from server 9 via communication based on the communication module 18.

[0061] ECU 19 includes a processor 191 such as a CPU, a memory 192 such as ROM and RAM, and input / output ports (not shown). ECU 19 controls on-board devices based on signals from various sensors to bring vehicle 1 to a desired state. In this embodiment, the main control performed by ECU 19 includes discharge control, which discharges from vehicle 1 to electrical equipment 3 via discharge connector 2. It should be noted that ECU 19 can also be configured as two or more ECUs for each function (e.g., a charge / discharge ECU for controlling the charging and discharging of vehicle 1, a battery ECU for managing the on-board battery 13, an MGECU for controlling the driving of vehicle 1, etc.).

[0062] The discharge connector 2 includes a plug (vehicle engagement part) 21, a socket 22, and a discharge connector circuit 23. The discharge connector circuit 23 includes a latch release button 24 and a discharge start switch 25.

[0063] The plug 21 is configured to be inserted into the vehicle access port 17. The plug 21 includes, for example, the five terminals described below.

[0064] Figure 3 This diagram shows an example of the terminals provided on the plug 21 of the discharge connector 2. The plug 21 includes an L1 terminal 211, an L2 terminal 212, a PE terminal 213, a CP terminal 214, and a CS terminal 215.

[0065] L1 terminals 211 and L2 terminals 212 are a pair of AC terminals for transmitting AC power. PE terminal 213 is a grounding terminal connected to the vehicle body ground of vehicle 1 when the discharge connector 2 is connected to the vehicle access port 17. CP terminal 214 is a signal terminal for transmitting CPLT (Control Pilot) signals. CS terminal 215 is a terminal for transmitting proximity detection signals. CS terminal 215 is equivalent to the "identification terminal" of this disclosure. Regarding the proximity detection signal, using... Figure 4 A detailed explanation.

[0066] Back Figure 2 The socket 22 is configured as a power plug 311 into which electrical equipment 3 can be inserted. The discharge connector circuit 23 is a circuit for generating CPLT signals and proximity detection signals.

[0067] The latch release button 24 accepts user operation to release the latch (fixed) between the discharge connector 2 (plug 21) and the vehicle access port 17. More specifically, when the user inserts the plug 21 into the vehicle access port 17, the vehicle access port 17 and the plug 21 are automatically latched by the latch mechanism. When the user operates the latch release button 24, the latch is released, and the plug 21 can be detached from the vehicle access port 17.

[0068] The discharge start switch 25 is used to initiate the discharge from the vehicle inlet 17 to the discharge connector 2. If the user operates the discharge start switch 25, the voltage of the proximity sensor signal changes (details will be described later). The ECU 19 detects this voltage change by sensing the user operation. Upon detecting two consecutive user operations on the discharge start switch 25, the ECU 19 initiates the discharge from the vehicle inlet 17 to the discharge connector 2.

[0069] <Proximity Sensing Detection Signal>

[0070] Figure 4 This is a diagram used to illustrate the voltage range of the proximity detection signal as defined in the international standard (IEC 61851-1). The connection status of the discharge connector 2 and the vehicle inlet 17 is classified as connected, engaged, or disengaged.

[0071] The connection status refers to the discharge connector 2 (plug 21) being inserted into the vehicle inlet 17, and all terminals (refer to...) Figure 3 The connected state refers to the state where the discharge connector 2 is electrically connected to the vehicle access port 17, and the discharge connector 2 and the vehicle access port 17 are latched. The engaged state refers to the state where the discharge connector 2 is inserted into the vehicle access port 17, and all terminals are electrically connected between the discharge connector 2 and the vehicle access port 17, but the discharge connector 2 and the vehicle access port 17 are not latched. The disengaged state refers to any state other than the connected state and the engaged state.

[0072] In IEC 61851-1, the voltage range for proximity sensing signals is defined as follows: a voltage range representing the connected state, a voltage range representing the engaged state, and a voltage range representing the disengaged state. Furthermore, in addition to these three defined voltage ranges, there are also undefined voltage ranges for proximity sensing signals. Specifically, the voltage ranges from 0V to 1.359V, from 1.639V to 2.553V, from 2.944V to 4.301V, and voltage ranges higher than 4.567V are all undefined.

[0073] In order to utilize various electrical devices 3, there is a need to supply AC power from vehicle 1 at an appropriate voltage corresponding to the operating voltage of the electrical devices 3. It is desirable to achieve such an appropriate voltage power supply with the simplest possible structure.

[0074] Therefore, in this embodiment, the discharge connector 2 used in supplying power to the electrical device 3 is prepared according to the operating voltage of the electrical device 3. More specifically, a discharge connector 2A is used for supplying power to the electrical device 3 operating at AC 100V. Another discharge connector 2B is used for supplying power to the electrical device 3 operating at AC 200V. Then, by... Figure 4 The undefined voltage range shown is newly assigned to the voltage range of the proximity detection signal, and the ECU 19 identifies which of the discharge connectors 2A and 2B is connected to the vehicle inlet 17. Thus, the ECU 19 determines the voltage to be supplied to the electrical equipment 3, enabling the supply of appropriate AC power to the electrical equipment 3. Various variations of the method for allocating the undefined voltage range can be considered. Three representative embodiments will be described below in turn.

[0075] [Example 1 of Implementation Method 1]

[0076] Figure 5 This is a diagram illustrating the distribution of voltage ranges for the proximity sensing signal in Embodiment 1 of Implementation Method 1. In Embodiment 1, the proximity sensing signal is divided into six voltage ranges. The six voltage ranges are listed in descending order as "Range 1" to "Range 6". It should be noted that the specific voltage values ​​listed below are merely illustrative.

[0077] Range 1 refers to a voltage range from 3.5V to 4.7V, indicating that the discharge connector 2 is not engaged with the vehicle inlet 17. Range 2 refers to a voltage range from 2.0V to 3.5V, indicating that the discharge connector 2 is engaged with the vehicle inlet 17. Range 3 refers to a voltage range from 1.2V to 2.0V, used during charging. Ranges 4 to 6 are newly defined voltage ranges from 0V to 1.359V, which were not defined in IEC 61851-1.

[0078] The fourth range refers to a voltage range from 0.7V to 1.2V. The fourth range indicates that the discharge connector 2 is connected to the vehicle inlet 17, and that the discharge connector 2A for AC 100V is connected to the vehicle inlet 17. Furthermore, the fourth range indicates that no user operation has been performed on the discharge start switch 25.

[0079] The fifth range refers to a voltage range from 0.4V to 0.7V. The fifth range indicates that the discharge connector 2 is connected to the vehicle inlet 17 and that a user operation has been performed on the discharge start switch 25.

[0080] The sixth range refers to a voltage range from 0.0V to 0.4V. The sixth range indicates that the discharge connector 2 is connected to the vehicle inlet 17, and that the discharge connector 2B for AC 200V is connected to the vehicle inlet 17. Furthermore, the sixth range indicates that no user operation has been performed on the discharge start switch 25.

[0081] It should be noted that in Embodiment 1, the fourth scope corresponds to the "first scope" of this disclosure. The sixth scope corresponds to the "second scope" of this disclosure. The fifth scope corresponds to the "third scope" of this disclosure.

[0082] Figure 6 This is a circuit block diagram illustrating an example of the structure of the AC100V discharge connector 2A in Embodiment 1 of Embodiment 1. Figure 7 This is a circuit block diagram illustrating an example of the structure of the AC200V discharge connector 2B in Embodiment 1 of Embodiment 1.

[0083] Reference Figure 6 The AC100V discharge connector 2A includes a discharge connector circuit 231. The discharge connector circuit 231 includes a latch release button 24, a discharge start switch 251, and resistors R61, R71, and Re1.

[0084] Resistor R71 is connected in parallel with resistor Re1. Resistor R61 is connected in series with the parallel circuit of resistors R71 and Re1. Latch release button 24 is connected in series with resistor Re1. Discharge start switch 251 is connected in parallel with resistor Re1. Discharge start switch 251 is a normally closed switch that is open when not in operation and short-circuited when in operation.

[0085] With the discharge connector 2A connected to the vehicle inlet 17, the voltage at the CS terminal 215 is pulled up using the 5V power supply of the vehicle inlet 17 and the pull-up resistor R1. In this example, resistor R61 = 39Ω, resistor R71 = 430Ω, and resistor Re1 = 51Ω. By setting the resistor values ​​in this way, the proximity detection signal is in the 4th range when the discharge start switch 251 is not in operation (open circuit) and in the 5th range when the discharge start switch 251 is in operation (short circuit).

[0086] Reference Figure 7The discharge connector 2B for AC200V output replaces the discharge connector circuit 231 and includes a discharge connector circuit 232. The discharge connector circuit 232 includes a latch release button 24, a discharge start switch 252, and resistors R62, R72, and Re2.

[0087] The connection relationships of the components of discharge connector circuit 232 are the same as those of the corresponding components of discharge connector circuit 231. That is, resistor R72 is connected in parallel with resistor Re2. Resistor R62 is connected in series with the parallel circuit of resistors R72 and Re2. Latch release button 24 is connected in series with resistor Re2. Discharge start switch 252 is connected in parallel with resistor Re2.

[0088] On the other hand, while the discharge start switch 251 used for AC100V is a normally closed switch, the discharge start switch 252 used for AC200V is a normally open switch. The discharge start switch 252 is short-circuited when not in operation and open-circuited when in operation.

[0089] In this example, resistor R62 = 20Ω, resistor R72 = 460Ω, and resistor Re2 = 20Ω. By setting the resistor values ​​in this way, the proximity detection signal of the discharge connector 2B in the connected state to the vehicle access port 17 is in the 6th range when the discharge start switch 252 is not in operation (short circuit) and in the 5th range when the discharge start switch 252 is in operation (open circuit).

[0090] Figure 8 This is a timing diagram showing the time variation of the proximity sensing signal in Embodiment 1 of Implementation 1, when using the AC100V discharge connector 2A. Figure 9 This is a timing diagram showing the time variation of the proximity sensor signal in Embodiment 1 of Implementation 1, using the AC 200V discharge connector 2B. The horizontal axis represents elapsed time. The vertical axis, from top to bottom, represents whether there is user operation (on / off operation) on the discharge start switches 251 and 252, short circuit / open circuit of the discharge start switches 251 and 252, the proximity sensor signal, and the voltage of the AC power output from the vehicle inverter 16. (The following will be discussed further.) Figure 12 , Figure 13 The same applies to waiting.

[0091] Reference Figure 8 If the user inserts the AC100V discharge connector 2A into the vehicle inlet 17, the discharge connector 2A and the vehicle inlet 17 are automatically latched. At this time, the discharge connector 2A and the vehicle inlet 17 transition between an unengaged state, an engaged state, and a connected state. Simultaneously, the proximity detection signal changes in the order of the first range, the second range, and the fourth range.

[0092] Next, in order to initiate the power supply from vehicle 1 to electrical equipment 3, the user activates the discharge start switch 251 twice consecutively. The two activations are requested to prevent accidental operation. At this time, the normally closed discharge start switch 251 switches between short-circuit, open-circuit, short-circuit, and open-circuit states. Consequently, the proximity sensor signal changes to range 5, range 4, range 5, and range 4. Upon detecting this voltage change in the proximity sensor signal, the ECU 19 controls the on-board inverter 16 to begin outputting AC 100V.

[0093] Reference Figure 9 If the user inserts the AC200V discharge connector 2B into the vehicle inlet 17, then... Figure 8 Similarly, the discharge connector 2B transitions between an unengaged state, an engaged state, and a connected state with the vehicle access point 17. Simultaneously, the proximity detection signal changes sequentially through the first, second, and sixth ranges.

[0094] Next, if the user activates the discharge start switch 252 twice consecutively, the normally open discharge start switch 251 switches its contacts to open circuit, short circuit, open circuit, short circuit. Consequently, the proximity sensor signal changes to range 5, range 6, range 5, range 6. Upon detecting this voltage change in the proximity sensor signal, the ECU 19 controls the on-board inverter 16 to begin outputting AC 200V.

[0095] Figure 10 This is a flowchart illustrating the processes performed by ECU 19 in Embodiment 1 of Implementation 1. The processes in this flowchart are, for example, invoked and executed from the main program (not shown) when predetermined conditions are met. During the execution of these processes, both SMR 14 and discharge relay 15 are closed. Each step is implemented by software processing based on ECU 19, but may also be implemented by hardware (electrical circuitry) configured within ECU 19. Hereinafter, the steps will be abbreviated as S. Regarding the following... Figure 14 The flowcharts for [etc.] are the same.

[0096] In S11, ECU19 determines whether the proximity sensor signal is within the 4th range. If the proximity sensor signal is within the 4th range (YES in S11), ECU19 determines that the AC100V discharge connector 2A is connected to the vehicle inlet 17 (S12).

[0097] In S13, ECU19 determines whether two user operations on the discharge start switch 251 have been detected. That is, ECU19 determines whether two... Figure 8The proximity detection signal, as shown, switches from the 4th range to the 5th range. When such a change in the proximity detection signal is detected over time (YES in S13), ECU19 controls the on-board inverter 16 to start outputting AC100V (S14).

[0098] If the proximity sensor signal is not within the 4th range in S11 (NO in S11), ECU19 initiates processing in S15 to determine if the proximity sensor signal is within the 6th range. If the proximity sensor signal is not within the 6th range (NO in S15), ECU19 returns processing to the main program. If the proximity sensor signal is within the 6th range (YES in S15), it is determined that the AC200V discharge connector 2B is connected to the vehicle inlet 17 (S16).

[0099] In S17, ECU19 determines whether two user operations on the discharge start switch 252 have been detected. That is, ECU19... Figure 9 As shown, it is determined whether two switchings of the proximity detection signal from the 6th range to the 5th range are detected. If such a time change of the proximity detection signal is detected (YES in S17), ECU19 controls the vehicle inverter 16 to start outputting AC200V (S18).

[0100] As described above, in Embodiment 1, the ECU 19 identifies the type of the discharge connector 2 connected to the vehicle interface 17 (whether it is discharge connector 2A for AC100V or discharge connector 2B for AC200V) based on the voltage change of the proximity sensor signal within a voltage range not defined in the international standard IEC 61851-1. Therefore, the ECU 19 can supply AC power with an appropriate voltage for the operation of the electrical equipment 3 via the discharge connector 2. The difference in the voltage change of the proximity sensor signal is due to the different resistance values ​​of the three resistors included in the discharge connector circuit 23. Thus, according to this embodiment, AC power with an appropriate voltage can be supplied with a simple structure.

[0101] It should be noted that, in Figures 8-10 The text describes how the ECU 19 of vehicle 1 identifies the type of discharge connector 2 based on the proximity sensor signal. However, the entity performing this identification is not limited to ECU 19; it could also be server 9, for example. Vehicle 1 sends the voltage of the proximity sensor signal to server 9. Server 9 identifies the type of discharge connector 2 based on the voltage of the proximity sensor signal and sends the identification result back to vehicle 1. Thus, server 9 can instruct ECU 19 which of AC100V or AC200V should be used to control the on-board inverter 16.

[0102] Furthermore, it is explained that AC power output from the vehicle inverter 16 begins upon detecting two user operations on the discharge start switch 25. However, the ECU 19 can also cause the vehicle inverter 16 to start outputting AC power based on detecting only one operation of the discharge start switch 25.

[0103] Furthermore, user operation of the discharge start switch 25 is not required for the start of discharge. The discharge start switch 25 may not be installed on the discharge connector 2. For example, AC power output from the vehicle inverter 16 may begin after a predetermined time has elapsed since the discharge connector 2 became connected to the vehicle inlet 17 (since the discharge connector 2 was latched to the vehicle inlet 17).

[0104] [Example 2 of Implementation Method 1]

[0105] In Embodiment 2, contrary to Embodiment 1, a structural example will be described where the discharge start switch 251 of the discharge connector 2A for AC 100V is normally open, and the discharge start switch 252 of the discharge connector 2B for AC 200V is normally closed. The circuit structures of the discharge connectors 2A and 2B are similar to those of the discharge start switches 251 and 252, except for their properties. Figure 6 and Figure 7 The circuit block diagrams shown are identical in structure, so they will not be described again.

[0106] Figure 11 This is a diagram illustrating the distribution of the voltage range of the proximity detection signal in Embodiment 2 of Embodiment 1. In Embodiment 2, similarly to Embodiment 1, the proximity detection signal is divided into "Range 1" to "Range 6". Ranges 1 to 3 correspond to Ranges 1 to 3 in Embodiment 1 (see reference). Figure 5 The values ​​of the voltage ranges for each of the 4th to 6th ranges are the same as those for the corresponding ranges in Embodiment 1. The 4th to 6th ranges are also the same as the 4th to 6th ranges in Embodiment 1 in terms of representing the connection state between the discharge connector and the vehicle access point 17.

[0107] On the other hand, the fourth range in Embodiment 2 differs from the fourth range in Embodiment 1 in that it indicates a user operation performed on the discharge start switch 25. The fifth range in Embodiment 2 differs from the fourth range in Embodiment 1 in that it indicates no user operation performed on the discharge start switch 25. The sixth range in Embodiment 2 differs from the sixth range in Embodiment 1 in that it indicates a user operation performed on the discharge start switch 25.

[0108] In Embodiment 2, similarly to Embodiment 1, the fourth range corresponds to the "first range" of this disclosure. The sixth range corresponds to the "second range" of this disclosure. The fifth range corresponds to the "third range" of this disclosure.

[0109] Figure 12 This is a timing diagram showing the time variation of the proximity sensing signal in Embodiment 2 of Embodiment 1, when using the AC100V discharge connector 2A. Figure 13 This is a timing diagram showing the time variation of the proximity sensing signal in Embodiment 2 of Embodiment 1, when using the AC200V discharge connector 2B.

[0110] Reference Figure 12 The AC100V discharge connector 2A and the vehicle inlet 17 transition between an unengaged state, an engaged state, and a connected state. Simultaneously, the proximity detection signal changes sequentially through the first, second, and fifth ranges.

[0111] Next, if the user activates the discharge start switch 251 located on the discharge connector 2A twice consecutively, the normally open discharge start switch 251 contacts switch between open circuit, short circuit, open circuit, and short circuit. Consequently, the proximity detection signal changes to the 4th range, the 5th range, the 4th range, and the 5th range. Upon detecting such a voltage change in the proximity detection signal, the ECU 19 controls the on-board inverter 16 to start outputting AC 100V.

[0112] Reference Figure 13 The AC200V discharge connector 2B and vehicle inlet 17 also transition between unengaged, engaged, and connected states. Simultaneously, the proximity detection signal changes sequentially through the first, second, and sixth ranges.

[0113] Next, if the user activates the discharge start switch 252 located on the discharge connector 2B twice consecutively, the normally closed discharge start switch 251 switches its contacts to short circuit, open circuit, short circuit, open circuit. Consequently, the proximity detection signal changes to the 6th range, the 5th range, the 6th range, and the 5th range. Upon detecting such a voltage change in the proximity detection signal, the ECU 19 controls the on-board inverter 16 to start outputting AC 200V.

[0114] Figure 14 This is a flowchart illustrating the process executed by ECU 19 in Embodiment 2 of Implementation 1. In S21, ECU 19 determines whether the proximity sensor signal is within the 5th range. If the proximity sensor signal is not within the 5th range (NO in S21), ECU 19 returns the process to the main program.

[0115] When the proximity detection signal is within the 5th range (YES in S21), although the ECU19 cannot identify whether the discharge connector 2A for AC100V or the discharge connector 2B for AC200V is connected to the vehicle inlet 17 based solely on these signals, it determines that a certain discharge connector is connected to the vehicle inlet 17 (S22).

[0116] In S23, ECU19 determines whether two user operations on the discharge start switch 25 (discharge start switch 251 or 252) have been detected. If two switching of the proximity sensor signal from the 5th range to the 4th range is detected (see...),... Figure 12 ECU19 determines that the AC100V discharge connector 2A is connected to the vehicle inlet 17, and controls the vehicle inverter 16 to start outputting AC100V (S24). On the other hand, if two near-sensor detection signals are detected switching from the 5th range to the 6th range (see... Figure 13 ECU19 determines that the AC200V discharge connector 2B is connected to the vehicle interface 17, and controls the vehicle inverter 16 (S25) to start outputting AC200V.

[0117] As described above, in Embodiment 2, the ECU 19 identifies the type of the discharge connector 2 connected to the vehicle interface 17 based on the voltage change of the proximity sensor signal within a voltage range not defined in IEC 61851-1. Therefore, the ECU 19 can supply AC power with an appropriate voltage for the operation of the electrical equipment 3 via the discharge connector 2. The difference in the voltage change of the proximity sensor signal arises from the different resistance values ​​of the three resistors included in the discharge connector circuit 23. Thus, according to this embodiment, AC power with an appropriate voltage can be supplied with a simple structure.

[0118] In Embodiment 2, the type of discharge connector 2 is identified not at the moment when the discharge connector 2 transitions to the connected state with the vehicle access port 17, but at the moment when a user operation is performed on the discharge start switch 25. In this way, the timing of identifying the type of discharge connector 2 can be set to any time after the transition to the connected state between the discharge connector 2 and the vehicle access port 17.

[0119] [Example 3 of Implementation Method 1]

[0120] In Examples 1 and 2, structures that newly assign a voltage range of 0V to 1.359V, which is undefined in IEC 61851-1, to the proximity sensing signal are described. In Example 3, structures that assign other undefined voltage ranges besides the voltage ranges described above to the proximity sensing signal are described.

[0121] Figure 15 This is a diagram illustrating the distribution of the voltage range of the proximity detection signal in Embodiment 3 of Embodiment 1. In Embodiment 3, the proximity detection signal is divided into "Range 1" to "Range 7". Specific voltage values ​​are also shown below.

[0122] Range 1 refers to the voltage range from 3.7V to 4.7V, indicating the uncoupled state. Range 3 refers to the voltage range from 2.2V to 3.2V, indicating the coupled state. Range 5 refers to the voltage range from 1.2V to 1.8V, used during charging. In contrast, ranges 2, 4, 6, and 7 are newly defined voltage ranges.

[0123] The second range refers to a voltage range from 3.2V to 3.7V. The second range indicates that the discharge connector 2 is connected to the vehicle inlet 17, and that the discharge connector 2A for AC 100V is connected to the vehicle inlet 17. Furthermore, the second range indicates that no user operation has been performed on the discharge start switch 251.

[0124] The fourth range refers to a voltage range from 1.8V to 2.2V. The fourth range indicates that the discharge connector 2 is connected to the vehicle inlet 17, and that the discharge connector 2B for AC 200V is connected to the vehicle inlet 17. Furthermore, the fourth range indicates that no user operation has been performed on the discharge start switch 252.

[0125] The sixth range refers to a voltage range from 0.6V to 1.2V. The sixth range indicates that the discharge connector 2 is connected to the vehicle inlet 17, and that the discharge connector 2A for AC 100V is connected to the vehicle inlet 17. Furthermore, the sixth range indicates that a user operation has been performed on the discharge start switch 251.

[0126] The 7th range refers to a voltage range from 0.0V to 0.6V. The 7th range indicates that the discharge connector 2 is connected to the vehicle inlet 17, and that the discharge connector 2B for AC 200V is connected to the vehicle inlet 17. Furthermore, the 7th range indicates that a user operation has been performed on the discharge start switch 252.

[0127] In Embodiment 3, the sixth scope corresponds to the "first scope" of this disclosure. The seventh scope corresponds to the "second scope" of this disclosure. The second and fourth scopes correspond to the "third scope" of this disclosure. In particular, the second scope corresponds to the "fourth scope" of this disclosure. The fourth scope corresponds to the "fifth scope" of this disclosure.

[0128] Figure 16This is a timing diagram showing the time variation of the proximity sensing signal in Example 3 of Embodiment 1, when using the AC100V discharge connector 2A. Figure 17 This is a timing diagram showing the time variation of the proximity detection signal in Embodiment 3 of Embodiment 1, when using the AC200V discharge connector 2B. Here, as an example, both discharge start switches 251 and 252 are normally closed, but discharge start switches 251 and 252 with any attribute (normally open / normally closed) can be used.

[0129] Reference Figure 16 As the AC100V discharge connector 2A transitions with the vehicle 1 from an unfitted state to a fitted state to a connected state, the proximity detection signal changes in the order of the first range, the third range, and the second range.

[0130] Next, if the user activates the discharge start switch 251 located on the discharge connector 2A twice consecutively, the normally closed contacts of the discharge start switch 251 will switch between short circuit, open circuit, short circuit, and open circuit. Consequently, the proximity detection signal changes to range 6, range 2, range 6, and range 2. Upon detecting such a voltage change in the proximity detection signal, the ECU 19 controls the on-board inverter 16 to start outputting AC 100V.

[0131] Reference Figure 17 As the AC200V discharge connector 2B transitions with the vehicle 1 from an unfitted state to a fitted state to a connected state, the proximity detection signal changes in the order of the first range, the third range, and the fourth range.

[0132] Next, if the user activates the discharge start switch 252 located at the discharge connector 2B twice consecutively, the normally closed discharge start switch 251 switches its contacts to short circuit, open circuit, short circuit, open circuit. Consequently, the proximity detection signal changes to the 7th range, the 4th range, the 7th range, and the 4th range. Upon detecting such a voltage change in the proximity detection signal, the ECU 19 controls the on-board inverter 16 to start outputting AC 200V.

[0133] Figure 18 This is a flowchart illustrating the process performed by ECU 19 in Embodiment 3 of Embodiment 1. In S31, ECU 19 determines whether the proximity detection signal is within the second range. If the proximity detection signal is within the second range (YES in S31), ECU 19 determines that the AC100V discharge connector 2A is connected to the vehicle inlet 17 (S32).

[0134] In S33, ECU19 determines whether two user operations on the discharge start switch 251 have been detected. That is, ECU19 determines whether two switchings of the proximity sensor signal from the second range to the sixth range have been detected (see reference). Figure 16 Upon detecting a time change in such a proximity sensing signal (YES in S33), ECU19 controls the on-board inverter 16 to begin outputting AC100V (S34).

[0135] If the proximity sensor signal is not within the second range in S31 (NO in S31), ECU19 initiates processing in S35 to determine if the proximity sensor signal is within the fourth range. If the proximity sensor signal is not within the fourth range (NO in S35), ECU19 returns processing to the main program. If the proximity sensor signal is within the fourth range (YES in S35), it is determined that the AC200V discharge connector 2B is connected to the vehicle inlet 17 (S36).

[0136] In S37, ECU19 determines whether two user operations on the discharge start switch 252 have been detected. That is, ECU19 determines whether two switchings of the proximity sensor signal from the 4th range to the 7th range have been detected (see reference). Figure 17 Upon detecting a time change in such a proximity sensing signal (YES in S37), ECU19 controls the on-board inverter 16 to begin outputting AC200V (S38).

[0137] As described above, in Embodiment 3, the ECU 19 identifies the type of the discharge connector 2 connected to the vehicle interface 17 based on the voltage change of the proximity sensor signal within a voltage range not defined in IEC 61851-1. Therefore, the ECU 19 can supply AC power with an appropriate voltage for the operation of the electrical equipment 3 via the discharge connector 2. The difference in the voltage change of the proximity sensor signal arises from the different resistance values ​​of the three resistors included in the discharge connector circuit 23. Thus, according to this embodiment, AC power with an appropriate voltage can be supplied with a simple structure.

[0138] In Example 1, the voltage range when a user operation is performed on the discharge start switch 251 is the same as the voltage range when a user operation is performed on the discharge start switch 252 (see reference). Figure 5 (The fifth range). Furthermore, in Embodiment 2, the voltage range without user operation of the discharge start switch 251 is the same as the voltage range without user operation of the discharge start switch 252 (see reference). Figure 11(The fifth range). However, it is not necessary to make a portion of the voltage range common in this way. As in Embodiment 3, four voltage ranges can also be defined separately: (1) the case where user operation was performed on the discharge start switch 251, (2) the case where user operation was not performed on the discharge start switch 251, (3) the case where user operation was performed on the discharge start switch 252, and (4) the case where user operation was not performed on the discharge start switch 252. However, by making a portion of the voltage range common, undefined voltage ranges can be more broadly reserved for other future applications.

[0139] [Modification of Implementation Method 1]

[0140] In Embodiments 1 to 3 of Embodiment 1, the structures of discharge connector 2A for AC100V and discharge connector 2B for AC200V were respectively described. In this modified example, an example of a discharge connector configured to switch between AC100V output and AC200V output will be described.

[0141] Figure 19 This is a circuit block diagram illustrating an example of the structure of the discharge connector in a modified embodiment 1. The discharge connector 2C includes an AC 100V socket 22A and a discharge connector circuit 231, an AC 200V socket 22B and a discharge connector circuit 232, an output switching button 261, a switch 262, and a relay 263. The structures of sockets 22A, 22B, and discharge connector circuits 231, 232 are similar to... Figure 6 and Figure 7 The structures shown are the same, so they will not be described again.

[0142] Output switching button 261 accepts user operations that select AC100V output and user operations that select AC200V output.

[0143] Switch 262 is configured to switch the connection destination of CS terminal 215 between discharge connector circuit 231 and discharge connector circuit 232 based on user operation of output switching button 261. When AC 100V output is selected, switch 262 electrically connects CS terminal 215 to discharge connector circuit 231. On the other hand, when AC 200V output is selected, switch 262 electrically connects CS terminal 215 to discharge connector circuit 232.

[0144] Relay 263 is configured to switch the connection destination of the AC terminal pair (L1 terminal 211 and L2 terminal 212) between socket 22A and socket 22B based on user operation of output switching button 261. When AC 100V output is selected, relay 263 electrically connects the AC terminal pair to socket 22A. On the other hand, when AC 200V output is selected, relay 263 electrically connects the AC terminal pair to socket 22B.

[0145] In a modified example, it is also possible to use it in, for example, Embodiment 1 (see Example 1). Figure 8 and Figure 9 The time variation of the proximity detection signal is set in the same way as in Example 2 (refer to Example 2). Figure 12 and Figure 13 ) or Example 3 (refer to) Figure 16 and Figure 17 The timing diagram of the proximity detection signal is set in the same way as that of Example 1. Furthermore, as a process executed by ECU19, it is also possible to perform the same process as in Example 1 (see Example 1). Figure 10 Example 2 (refer to) Figure 14 ) or Example 3 (refer to) Figure 18 The flowcharts are set up similarly. Therefore, detailed explanations of them will not be repeated.

[0146] It should be noted that the discharge connector circuit 231 is equivalent to the "first circuit" of this disclosure. The discharge connector circuit 232 is equivalent to the "second circuit" of this disclosure. The switch 262 is equivalent to the "switch" of this disclosure.

[0147] [Implementation Method 2]

[0148] In Implementation Method 2, the structure of V2H implemented by the power supply system will be described.

[0149] Figure 20 This is a diagram that schematically illustrates the overall structure of the power supply system in Embodiment 2. The power supply system 20 includes a vehicle 1, an EVPS (Electric Vehicle Power System) 4, and a server 9.

[0150] Vehicle 1 is a vehicle capable of V2H. The structure of vehicle 1 is basically the same as that of vehicle 1 in embodiment 1.

[0151] EVPS4 is an external charging device for vehicle 1, configured to enable bidirectional power exchange with vehicle 1. EVPS4 is configured to also perform both charging and discharging with indoor wiring 5, such as in a house. In this example, the voltage of the power used for charging and discharging between vehicle 1 and EVPS4 is AC100V or AC200V, but it could also be, for example, AC120V or AC240V. EVPS4 is equivalent to the "electrical device" disclosed herein.

[0152] Figure 21 This diagram illustrates a structural example of vehicle 1 and EVPS4. EVPS4 includes a discharge connector 2D and an EVPS body 41. The structure of discharge connector 2D differs from that excluding the socket 22, but is essentially the same as the structure of any one of the discharge connectors 2A to 2C in Embodiment 1 (see Figure 1). Figure 6 , Figure 7 or Figure 19 () is the same.

[0153] The EVPS main body 41 includes a relay 411, an AC input power regulator (PCS: Power Conditioning System) 412, a mode switching switch 413, and a control device 414.

[0154] Relay 411 is configured to electrically connect one of the EV charging path and the EV discharging path to the plug 21 of the discharge connector 2D according to instructions from the control device 414. When the EV charging path is selected, relay 411 electrically connects the EV charging path to the plug 21, and on the other hand, electrically disconnects the EV discharging path from the plug 21. When the EV discharging path is selected, relay 411 electrically connects the EV discharging path to the plug 21, and on the other hand, electrically disconnects the EV charging path from the plug 21.

[0155] AC input power regulator 412 converts the discharge power transmitted in the EV discharge path into system power according to instructions from control device 414.

[0156] The mode switch 413 accepts user input to select the function mode of the EVPS4. The EVPS4's function modes include "Charging Mode for Energy Management," "Discharging Mode for Energy Management," and "Discharging Mode for Independent Operation." It should be noted that "Energy Management" is an abbreviation for "Energy Management."

[0157] The energy management charging mode refers to a charging mode in which electricity, etc., is controlled through the energy management function. In the energy management charging mode, charging is performed via communication from EVPS4 (control device 414), specifically via CPLT signals and / or HLC (High Level Communication). The energy management discharging mode refers to a discharging mode in which electricity, etc., is controlled through the energy management function. In the energy management discharging mode, AC power supplied from the vehicle inverter 16 is interconnected with the system via EVPS4 and supplied to the indoor wiring 5 (house load). Discharging is also performed via communication from EVPS4 (CPLT signals and HLC). The energy management charging mode and energy management discharging mode are collectively referred to as "Common Mode".

[0158] The stand-alone discharge mode refers to a discharge mode in which power is supplied directly to a dedicated socket (not shown) or directly to a switching device (not shown) on the distribution panel via the AC input power regulator 412. In stand-alone discharge mode, no communication control based on CPLT signals or HLC is required, and no system interconnection is performed. As explained below, identification of the discharge connector 2D based on voltage changes in the proximity sensor signal is implemented when the stand-alone discharge mode is selected.

[0159] The control device 414 includes a processor 414A (such as a CPU), a memory 414B (such as ROM and RAM), and a communication interface (not shown). The control device 414 controls the relay 411 and the AC input power regulator 412 according to the function mode selected by the mode switch 413. Furthermore, the control device 414 exchanges proximity detection signals and / or CPLT signals with the ECU 19 of the vehicle 1 via the communication interface.

[0160] Figure 22 This is a circuit block diagram illustrating an example of the structure of the discharge connector 2D in Embodiment 2. The discharge connector 2D includes a discharge connector circuit 233. The discharge connector circuit 233 includes a first circuit 271 used when selecting an independent operation discharge mode and a second circuit 272 used when selecting a normal operation mode.

[0161] The circuit structure of the first circuit 271 is basically the same as that of the discharge connector circuit 231 in embodiment 1 (see reference). Figure 6 ) or discharge connector circuit 232 (refer to Figure 7The circuit structure is the same as that of the circuit in Embodiment 2. In Embodiment 2, the resistance values ​​of the resistors R6'R7'Re included in the first circuit 271 are also designed to be appropriate values ​​within a voltage range not defined in the international standard IEC 61851-1. Therefore, the voltage of the proximity detection signal is adjusted in the same way as in Embodiments 1-3 of Embodiment 1. As a result, the ECU 19 is able to identify whether the discharge connector 2D is for AC100V or AC200V.

[0162] Figure 23 This is a control sequence diagram representing the overall discharge control flow in V2H. The discharge control in this embodiment includes startup processing, independent operation discharge execution processing, and termination processing.

[0163] During the startup process, the user performs an ignition off (IG-OFF) operation on vehicle 1. Then, after selecting the independent operation discharge mode via the user operation mode switch 413, vehicle 1 and EVPS4 are connected via discharge connector 2. With the connection of discharge connector 2, the ECU 19 of vehicle 1 starts. ECU 19 determines the connection status of discharge connector 2 based on the proximity detection signal (proximity detection identification). Afterwards, the user performs an ignition on (IG-ON) operation on vehicle 1.

[0164] In the subsequent independent operation discharge execution process, ECU 19 closes discharge relay 15. Then, based on the proximity sensor signal, ECU 19 determines the output voltage to discharge connector 2 to control the on-board inverter 16 in order to begin discharging to EVPS4 via vehicle access port 17 and discharge connector 2. This control is similar to the process described in embodiments 1-3 of Embodiment 1 (…). Figure 5 , Figures 8 to 18 The conditions are the same, so a detailed explanation will not be repeated. If the predetermined conditions are met, the ECU 19 controls the on-board inverter 16 to stop discharging. These conditions can include the user performing an IG-OFF operation, the user disconnecting the discharge connector 2 from the vehicle inlet 17, etc.

[0165] Finally, in the closing process, ECU 19 disconnects discharge relay 15 after confirming that the output voltage from vehicle inverter 16 is below a specified value. ECU 19 performs a weld check on discharge relay 15 and then stops its operation.

[0166] As described above, in Embodiment 2, similarly to Embodiment 1, the ECU 19 identifies the type of the discharge connector 2 connected to the vehicle interface 17 based on the voltage change of the proximity detection signal within a voltage range not defined in the international standard IEC 61851-1. Therefore, the ECU 19 can supply AC power with an appropriate voltage for powering the interior wiring 5 via the discharge connector 2. The difference in the voltage change of the proximity detection signal arises from the different resistance values ​​of the discharge connector circuit 23. Thus, according to Embodiment 2, AC power with an appropriate voltage can be supplied with a simple structure even when implementing V2H.

[0167] It should be noted that in Embodiment 2, the entity determining the output voltage to the discharge connector 2 based on the proximity detection signal is not limited to vehicle 1, but can also be EVPS4. The control device 414 of EVPS4, like the ECU 19 of vehicle 1, can identify the type of discharge connector 2 based on the voltage change of the proximity detection signal. For example, similar to Embodiment 1, the control device 414 of EVPS4 can send a command to vehicle 1 to discharge AC100V when the proximity detection signal is in the 4th range, and a command to discharge AC200V when the proximity detection signal is in the 6th range. The control device 414 can send the above commands to ECU 19, for example, by using a CPLT signal.

[0168] Furthermore, in Embodiment 2, there is also a variation of Embodiment 1 (see [reference]). Figure 19 As described in the document, the discharge connector can also be configured to switch between AC100V and AC200V outputs.

[0169] In embodiments 1 and 2, the structure of supplying AC power from vehicle 1 or EVPS4 is described as an example. However, the power supplied from vehicle 1 or EVPS4 is not limited to AC power, but may also be DC power.

[0170] The power supply technology disclosed herein is not limited to vehicles and can be applied to any energy storage and management system (ESMS). For example, the power supply technology disclosed herein can also be applied to portable battery-powered devices.

[0171] Embodiments of the present invention have been described, but should be considered as illustrative rather than restrictive in all respects. The scope of the invention is set forth in the claims and is intended to include all modifications equivalent to or within the scope of the claims.

Claims

1. A vehicle control device that controls a vehicle configured to discharge to the outside via a discharge connector, wherein, The vehicles include: A power conversion device is configured to adjust the voltage of the power supply; and The connection part, when connected to the discharge connector, discharges power output from the power conversion device to the discharge connector. The discharge connector includes a discharge start switch that accepts user operation to initiate discharge from the connection portion. The connection portion has an identification terminal, the voltage level of which varies according to the user operation performed on the discharge start switch. The voltage of the identification terminal has a first range, a second range different from the first range, and a third range different from both the first range and the second range. The vehicle control device includes a processor for selecting the voltage of the power output from the power conversion device. When the voltage at the identification terminal varies between the first range and the third range, the processor controls the power conversion device to start outputting power at the first voltage. On the other hand, When the voltage at the identification terminal varies between the second and third ranges, the processor controls the power conversion device to start outputting power at a second voltage that is different from the first voltage.

2. The vehicle control device according to claim 1, wherein, The voltage level of the identification terminal varies depending on the connection status between the discharge connector and the connection portion.

3. The vehicle control device according to claim 1 or 2, wherein, The third range includes a fourth and a fifth range that do not overlap. When the voltage at the identification terminal varies between the first range and the fourth range, the processor controls the power conversion device to begin outputting power at the first voltage. On the other hand, When the voltage at the identification terminal varies between the second and fifth ranges, the processor controls the power conversion device to begin outputting power at the second voltage.

4. The vehicle control device according to claim 1 or 2, wherein, If the processor detects multiple changes in the voltage of the identification terminal between the first range and the third range, it controls the power conversion device to start outputting power at the first voltage. On the other hand, If the processor detects multiple changes in the voltage of the identification terminal between the second and third ranges, it controls the power conversion device to start outputting power at the second voltage.

5. The vehicle control device according to claim 1 or 2, wherein, The identification terminal is the CS terminal that transmits the proximity detection signal as defined by IEC 61851-1. The first range and the second range are respectively undefined voltage ranges for the CS terminal in IEC61851-1.

6. A vehicle comprising the vehicle control device according to any one of claims 1 to 5.

7. A power supply system, comprising: The vehicle as claimed in claim 6; and The discharge connector.

8. A vehicle control device for controlling a vehicle configured to discharge to the outside via a discharge connector, wherein, The vehicles include: The vehicle-mounted inverter is configured to regulate the voltage of the power supply; and The vehicle inlet, when connected to the discharge connector, discharges power from the on-board inverter to the discharge connector. The vehicle access port has a CS terminal, which transmits a proximity detection signal whose voltage level varies depending on the connection status between the discharge connector and the vehicle access port. The proximity detection signal has a first range, a second range different from the first range, and a third range different from both the first range and the second range. The vehicle control device includes a processor that selects the voltage of the power output from the on-board inverter. When the proximity detection signal changes between the first range and the third range, the processor controls the on-board inverter to start outputting power at the first voltage. On the other hand, When the proximity detection signal changes between the second range and the third range, the processor controls the on-board inverter to start outputting power at a second voltage that is different from the first voltage.

9. A power supply method, wherein power is supplied from a vehicle to an external source via a discharge connector, wherein, The vehicle includes a connection portion that connects to the discharge connector, configured to adjust the voltage of the power discharged from the connection portion. The discharge connector includes a discharge start switch that accepts user operation to initiate discharge from the connection portion. The connection portion has an identification terminal, the voltage level of which varies according to the user operation performed on the discharge start switch. The voltage of the identification terminal has a first range, a second range different from the first range, and a third range different from both the first range and the second range. The power supply method includes the following steps: When the voltage at the identification terminal varies between the first range and the third range, the power of the first voltage is discharged. When the voltage at the identification terminal varies between the second and third ranges, discharge of power at a second voltage, which is different from the first voltage, begins.

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