Power supply system and power supply method

Abstract

Disclosed are a power supply system and a power supply method. The power supply system is configured to supply alternating-current electric power to a building (100). The power supply system includes a discharge assembly (500, 500B, 511C) configured to be connectable to a discharge port (210) provided in a vehicle (200). The discharge assembly (500, 500B, 511C) includes a first end portion (P51, P51B, P51C) configured to input electric power from the connected discharge port (210), and a second end portion (P52, P52B, P52C) configured to output alternating-current electric power. The second end portion (P52, P52B, P52C) of the discharge assembly (500) is connected to a single-phase three-wire wiring (L10) for the building (100).

Description

Invention Field

[0001] This disclosure relates to power supply systems and power supply methods. Background Technology

[0002] Japanese Patent No. 5123419 discloses a technology for identifying whether a connector connected to a vehicle's socket is a charging connector or a power supply connector. Summary of the Invention

[0003] In recent years, vehicles (especially electric vehicles) have gained attention as emergency power sources for buildings. Vehicles equipped with V2H (Vehicle to Home) functionality can supply power to buildings experiencing power outages. Moreover, to enable V2H functionality in vehicles, a discharge assembly, such as a discharge connector, is sometimes connected to the vehicle's discharge port. For example, Japanese Patent No. 5123419 discloses a power supply connector as a discharge assembly.

[0004] In buildings, it is common to use multiple AC power sources with different voltages. However, in the discharge assembly (power supply connector) disclosed in Japanese Patent No. 5123419, a single power source is drawn from the vehicle's discharge port (plug). Therefore, it is difficult to supply multiple AC power sources with different voltages to a building using power drawn from a vehicle.

[0005] This disclosure was made to solve the aforementioned problems, and its purpose is to supply a building with various AC power of different voltages using a discharge assembly connected to a discharge port of a vehicle.

[0006] The power supply system disclosed in the first aspect is configured to supply alternating current (AC) power to a building. The power supply system includes a discharge assembly configured to connect to a discharge port on a vehicle. The discharge assembly includes: a first end for receiving power from the connected discharge port; and a second end for outputting AC power. The second end of the discharge assembly is connected to the building using a single-phase three-wire wiring connection.

[0007] In the above structure, the second end of the discharge component is connected to the building using a single-phase three-wire wiring, thus enabling the supply of various AC power voltages to the building. Therefore, it is possible to use AC power of different voltages within the building.

[0008] Examples of buildings include residences, factories, schools, hospitals, and commercial facilities.

[0009] The aforementioned power supply system may also include a switching device that connects one of a first power path that transmits power from the discharge component to the building and a second power path that transmits power from the power system to the building, and disconnects the other.

[0010] According to the above structure, when the building does not receive power from the power system, it can easily receive power from vehicles via discharge components.

[0011] A distribution panel can also be installed within the aforementioned building. The switching device can also be configured to maintain the second power path in a connected state while power is being supplied to the distribution panel from the power system, and to disconnect the second power path and connect the first power path when power is not being supplied to the distribution panel from the power system.

[0012] According to the above structure, the power path is automatically switched when no power is supplied to the distribution panel from the power system. Therefore, the time required for users to manually operate the switching device is reduced.

[0013] Alternatively, a first socket and a second socket, which receive single-phase AC power from the switching device, can be installed within the aforementioned building. The first socket can also output single-phase AC power with a voltage of 95V or higher and 150V or lower. The second socket can also output single-phase AC power with a voltage of 190V or higher and 300V or lower.

[0014] Based on the above structure, electrical equipment with a driving voltage of around 200V single-phase AC and electrical equipment with a driving voltage of around 100V single-phase AC can be used in buildings.

[0015] The single-phase three-wire wiring connecting the second end of the discharge assembly and the building may also include a first voltage line, a second voltage line, and a neutral line. Furthermore, the vehicle may apply single-phase AC voltage between the first voltage line and the neutral line, and between the second voltage line and the neutral line, respectively.

[0016] Based on the above structure, it is easy to supply single-phase AC power of different voltages to the building via single-phase 3-wire wiring.

[0017] The aforementioned discharge assembly may also include a conversion device for converting single-phase 2-wire wiring to single-phase 3-wire wiring. The first end of the discharge assembly and the conversion device may also be connected using single-phase 2-wire wiring. The second end of the conversion device and the discharge assembly may also be connected using single-phase 3-wire wiring.

[0018] Based on the above structure, it is easy to connect the second end of the discharge assembly and the building using a single-phase 3-wire wiring method.

[0019] Alternatively, a single-phase 3-wire wiring method can be used to connect the first end of the discharge assembly to the second end. This structure also facilitates the connection of the second end of the discharge assembly to the building using a single-phase 3-wire wiring method.

[0020] The aforementioned discharge assembly can also be a discharge connector having the first end and the second end described above. With this structure, the discharge connector unit functions as a discharge assembly, thus facilitating the miniaturization of the discharge assembly.

[0021] Alternatively, the aforementioned discharge assembly may also include: a discharge connector; a housing containing circuitry electrically connected to the discharge connector; and a cable connecting the discharge connector and the housing. Furthermore, the discharge connector may have a first end of the discharge assembly, and the housing may have a second end of the discharge assembly.

[0022] In the above structure, the discharge connector with the first end and the frame with the second end are connected via a cable, making it easy to configure the input end (first end) of the discharge assembly that can be connected to the discharge port of a vehicle and the output end (second end) of the discharge assembly that can be connected to a building in separate positions. Therefore, the degree of freedom in configuration is increased. Furthermore, a portion of the discharge circuit can be housed within the frame, making it easy to miniaturize the discharge connector.

[0023] The first end of the discharge assembly may also have a detection terminal that outputs a connector signal representing the required voltage value of the discharge assembly to the vehicle side. With this structure, the vehicle can easily apply the voltage corresponding to the discharge assembly (i.e., the voltage required by the discharge assembly) to the discharge assembly.

[0024] The connector signal described above can also be a potential signal that, in addition to indicating the required voltage value, also indicates the status of the discharge component and the discharge port. The discharge component may also include a detection circuit that changes the potential of the detection terminal based on the status of the discharge component and the discharge port. With this structure, the vehicle can easily identify the status of the discharge component and the discharge port (e.g., whether it is connected or not) and easily supply power to the discharge component at appropriate timing.

[0025] The power supply method involved in the second aspect of this disclosure includes: determining whether the operating mode of the power supply system configured to supply AC power to the building is a first operating mode of supplying AC power to the building from a vehicle or a second operating mode of supplying AC power to the building from a power system; determining whether a discharge component is connected to a discharge port provided by the vehicle; and if a discharge component is connected to the discharge port and the operating mode of the power supply system is determined to be the first operating mode, supplying power from the vehicle to the discharge component, and supplying single-phase AC power to the building from the discharge component via a single-phase three-wire wiring.

[0026] Using the method described above, similar to the power supply system described above, it is possible to supply various AC power sources with different voltages to a building using a discharge assembly connected to the vehicle's discharge port.

[0027] In addition, the vehicle can also be an electric vehicle (hereinafter referred to as "xEV"). xEVs are vehicles that utilize electricity as a power source, either entirely or partially. xEVs include BEVs (battery electric vehicles), PHEVs (plug-in hybrid electric vehicles), and FCEVs (fuel cell electric vehicles).

[0028] The above and other objects, features, aspects and advantages of the invention will become more apparent from the following detailed description of the invention as understood in conjunction with the accompanying drawings. Attached Figure Description

[0029] Figure 1 This is an overall structural diagram of the power supply system involved in the embodiments of this disclosure.

[0030] Figure 2 yes Figure 1 The circuit diagram of the power supply system is shown.

[0031] Figure 3 It is shown Figure 2 A diagram showing the structure surrounding the switching device.

[0032] Figure 4 It is shown Figure 1 as well as Figure 2 A diagram showing the structure surrounding the charging and discharging device.

[0033] Figure 5 It is shown Figure 4 The diagram shows an example of the circuit structure of an on-board inverter.

[0034] Figure 6 It is shown Figure 4 The diagram shows an example of the circuit structure of a vehicle charger.

[0035] Figure 7 This is a diagram illustrating the connection pattern of the vehicle, discharge assembly, and power distribution panel in an independent operation mode of the power supply system according to an embodiment of the present disclosure.

[0036] Figure 8 It is shown Figure 1 as well as Figure 2 The diagram shows a schematic circuit structure of the discharge assembly and the vehicle connector.

[0037] Figure 9 It is shown Figure 1 as well as Figure 2 The timing diagram shows the sequence of start-up (discharge start) and stop-up (discharge stop) in the independent operation mode of the discharge component.

[0038] Figure 10 It is used to explain the ability to connect to Figure 1The diagram shows the 100V connector for the vehicle's socket.

[0039] Figure 11 It is shown Figure 10 A schematic diagram of the circuit structure of the 100V connector is shown.

[0040] Figure 12 It is shown Figure 10 The timing diagram shows the start (discharge start) and stop (discharge stop) sequence of the 100V connector.

[0041] Figure 13 This is a diagram used to illustrate PISW signals (connector signals).

[0042] Figure 14 This is a flowchart illustrating a power supply method according to an embodiment of the present disclosure.

[0043] Figure 15 This is a flowchart illustrating the process performed by the switching device in the modified example.

[0044] Figure 16 It is shown Figure 7 A diagram showing a variation of the structure.

[0045] Figure 17 It is shown Figure 2 A diagram showing a modified example of the circuit structure of the power supply system.

[0046] Figure 18 It is shown Figure 1 A diagram showing a modified example of the discharge assembly. Detailed Implementation

[0047] The embodiments of this disclosure will be described in detail with reference to the accompanying drawings. Furthermore, the same or equivalent parts will be referred to by the same reference numerals in the drawings without repeated descriptions. Hereinafter, the Electronic Control Unit (ECU) will be referred to as "ECU". The Electric Vehicle Power System (EVPS) will be referred to as "EVPS". The Power Conditioning System (PCS) will be referred to as "PCS". Additionally, alternating current (AC) is sometimes referred to as "AC", and direct current (DC) as "DC".

[0048] Figure 1 This is an overall structural diagram of the power supply system involved in this implementation method. (Refer to...) Figure 1The power supply system described in this embodiment is applied to Vehicle-to-Home (V2H) systems that supply power from a vehicle to indoor wiring. V2H systems are broadly classified into categories 1 to 4. In category 1, the vehicle is not connected to the power system (system connection) and supplies power to a dedicated outlet connected to the building's indoor wiring. This dedicated outlet is a separate outlet located indoors and disconnected from the power system. For example, during a power outage, power is supplied from the vehicle to the dedicated outlet. In category 2, the vehicle and the power system are not directly connected (system connection), but a switching device switches between the power system and the vehicle, supplying power to the building from either the power system or the vehicle. In category 3, the vehicle is connected to the power system via a power conversion device (system connection) and supplies power to the wiring within the building. However, in category 3, there is no reverse power flow to the power system. In category 4, the vehicle is connected to the power system via a power conversion device (system connection) and supplies power to the wiring within the building. In category 4, reverse power flow to the power system is also performed. In addition, the power system is a transmission and distribution network system used to supply electricity from power operators to power users (commercial power system). A power outage means a reduction in the source voltage to a range below the input voltage.

[0049] The power supply system involved in this embodiment is configured to perform V2H in execution categories 2 and 4. Specifically, the power supply system involved in this embodiment is configured to include a vehicle 200 and a discharge assembly 500, through which AC power supplied from the vehicle 200 is supplied to the building 100. The discharge assembly 500 corresponds to the portion of the discharge connection system connected to the socket 210 of the vehicle 200. The structure of the discharge assembly 500 will be described later.

[0050] In this embodiment, building 100 is a residence. Building 100 includes a distribution panel 110 that receives power from the power system PG. Electrical load 700 is configured to be electrically connected to the distribution panel 110. As will be described in detail later, building 100 includes equipment for supplying power to electrical load 700. Electrical load 700 includes electrical equipment (e.g., household electrical appliances) used within building 100. Examples of electrical load 700 include lighting fixtures, air conditioning equipment, cooking appliances, information equipment, televisions, refrigerators, and washing machines.

[0051] As vehicle 200, any vehicle with discharge capability can be used, but in this embodiment, a battery electric vehicle (BEV) without an engine (internal combustion engine) is used as vehicle 200. Vehicle 200 includes a connector 210 (vehicle connector), a charging / discharging device 220, a battery 230, and an ECU 250. Connector 210 corresponds to an example of the "discharge port" involved in this disclosure. Connector 210 corresponds to a part fixed inside vehicle 200 in a discharge connection system. Battery 230 includes, for example, a secondary battery. Examples of secondary batteries include lithium-ion batteries or nickel-metal hydride batteries. Battery 230 may also include one or more energy storage devices selected from a group consisting of liquid secondary batteries, all-solid secondary batteries, battery packs, and electrical double-layer capacitors. Vehicle 200 is configured to be able to travel using the power stored in battery 230. Vehicle 200 includes an electric motor (not shown) that receives power from battery 230 and travels by the power generated by the electric motor. The 230 battery is equivalent to the vehicle battery used for driving.

[0052] The discharge assembly 500 is configured to connect to a socket 210 provided in the vehicle 200. The discharge assembly 500 includes: a discharge connector 511; an EVPS box 520 (frame) housing an EVPS circuit electrically connected to the discharge connector 511; and a cable 512 connecting the discharge connector 511 and the EVPS box 520. The discharge assembly 500 has: a first end P51 configured to connect to the socket 210 in the vehicle 200; and a second end P52 for outputting AC power to the building 100. In the discharge assembly 500 according to this embodiment, the discharge connector 511 has the first end P51 of the discharge assembly 500. Power is input to the first end P51 from the socket 210 connected to the first end P51. Additionally, the EVPS box 520 has the second end P52 of the discharge assembly 500. As will be described in detail later, the second end P52 of the discharge assembly 500 is electrically connected to the indoor wiring of the building 100.

[0053] The EVPS box 520 is equivalent to the main body of the EVPS. The EVPS is configured to control the charging and discharging of the vehicle. Charging refers to supplying power to the vehicle from the EVPS. The charging power is supplied to the on-board battery and / or on-board equipment for driving. Discharging refers to supplying power to electrical loads from the vehicle's alternator and / or on-board battery for driving via the EVPS. The EVPS box 520 may also have a display. The discharge assembly 500 is configured to include the EVPS and a charge / discharge cable assembly. The charge / discharge cable assembly is a cable assembly connecting the vehicle and the EVPS, including a charge / discharge connector connected to the vehicle. In the discharge assembly 500, the discharge connector 511 functions as a charge / discharge connector. Additionally, the cable 512 functions as a charge / discharge cable.

[0054] The discharge connector 511 also includes a latch release button 511a, a discharge start switch 511b, a mode switch 511c, and a latch 511d.

[0055] The latch release button 511a has the function of releasing the latch of the discharge connector 511 against the socket 210, or enabling the vehicle 200 (e.g., ECU 250) to detect the state (connected state / engaged state / unengaged state) of the discharge connector 511 and the socket 210. Hereinafter, the state of the discharge connector 511 and the socket 210 will also be referred to as the "connector state". The latch 511d is configured to engage with the socket 210 to secure (lock) the discharge connector 511 to the socket 210. For example, the discharge connector 511 is locked by hooking the front end of the latch 511d onto a recess formed in the socket 210. The latch 511d is linked to the latch release button 511a. When the user presses the latch release button 511a, the latch is released.

[0056] When the user inserts the discharge connector 511 into the socket 210 without pressing the latch release button 511a, thus engaging the discharge connector 511 and the socket 210, the connector is secured by the latch 511d while the two are electrically connected. This connector state is the "connected state". In the connected state, the discharge connector 511 is inserted into the socket 210, and all terminals of both are electrically connected, and the discharge connector 511 is locked. When the user presses the latch release button 511a in the connected state, the locking by the latch 511d is released. This connector state is the "engaged state". In the engaged state, the discharge connector 511 is inserted into the socket 210, and all terminals of both are electrically connected, but the discharge connector 511 is not locked. When the user removes the discharge connector 511 from the socket 210 in the engaged state, the connector state becomes the "unengaged state". The unengaged state is a state that is neither connected nor engaged. When the connector is in a connected or engaged state, the ECU250 prevents the vehicle 200 from driving.

[0057] The discharge start switch 511b has the function of enabling the vehicle 200 (e.g., ECU 250) to detect the start of discharge by changing the PISW signal (signal at terminal CS). In this embodiment, the PISW signal is a potential signal. Details of the PISW signal will be described later (see [reference]). Figure 13 ).

[0058] The mode switch 511c has the function of switching the operating mode of the power supply system. The user can select the desired operating mode by operating the mode switch 511c. The power supply system according to this embodiment is configured to operate in two operating modes, more specifically, in one of the normal operating mode and the independent operating mode selected by the mode switch 511c. However, without the switching switch 525 described later... Figure 2 If the correct circuit is selected, charging and discharging are not performed. In this embodiment, the mode switching switch 511c and the switching device 525 are manually operated by the user. The switching device 525 may also be linked to the mode switching switch 511c. However, it is not limited to this; the mode switching switch 511c may be omitted, and the operating mode of the power supply system may be switched solely by the switching device 525. Alternatively, the switching device 525 may be electronically controlled. For example, when the power system PG experiences a power outage, the switching device 525 may automatically connect to an independent operating mode discharge circuit.

[0059] In normal operating mode, the charging and discharging control of vehicle 200 is performed through the energy management function of the EVPS built into the EVPS box 520. The charging and discharging control of vehicle 200 is performed through communication from EVPS box 520 to vehicle 200 using CPLT (Control Pilot) and HLC (High Level Communication). CPLT is defined in, for example, specification "IEC / TS 62763:2013". The CPLT signal is a PWM (Pulse Width Modulation) signal used in communication between the vehicle and EVPS. As detailed later, the resistance value (Proximity Detection Signal Resistance) and the connection / disconnection of the CPLT line are switched between normal operating mode and independent operating mode using mode switching switch 511c. In normal operating mode, the CPLT line is connected; in independent operating mode, the CPLT line is disconnected. HLC is a digital communication mechanism for bidirectional information exchange between vehicle and EVPS. In charging and discharging control, information related to the vehicle and EVPS is exchanged bidirectionally via HLC. Control signals in normal mode conform to, for example, specifications “IEC61851-1:2010”, “ISO / IEC15118-2:2014”, and “ISO / IEC 15118-3:2015”. The EVPS box 520 can also be configured to perform energy management in normal mode based on information (including instructions) from an external server (not shown).

[0060] In this embodiment, charging and discharging are automatically performed when the user connects the discharge connector 511 of the discharge assembly 500 to the socket 210 while selecting the normal mode via the mode switch 511c and the switch 525. However, this is not a limitation; charging and discharging can also be started / stopped manually by the user through the EVPS box 520 (e.g., an operating unit such as a display). Alternatively, the vehicle 200 can request the start / stop of charging and discharging for the discharge assembly 500.

[0061] In stand-alone operation mode, vehicle 200 and discharge assembly 500 are connected, and vehicle 200 supplies power to distribution panel 110 within building 100 via discharge assembly 500. In stand-alone operation mode, discharge assembly 500 and power system PG are not connected (system connection).

[0062] In this embodiment, when the user switches the mode switch 511c and the switching switch 525 to the independent operation mode, connects the discharge connector 511 of the discharge assembly 500 to the socket 210, and performs a predetermined operation on the discharge start switch 511b, the vehicle 200 recognizes the start of discharge and begins discharging. After the discharge begins, when a predetermined discharge stop condition is met, the vehicle 200 recognizes the discharge has stopped and stops discharging. After the discharge stops, the user returns the mode switch 511c and the switching switch 525 to the normal operation mode. When discharging is stopped in the independent operation mode, the display of the EVPS box 520 can also prompt the user to return the mode switch 511c and the switching switch 525 to the normal operation mode.

[0063] Figure 2 This is a circuit diagram of the power supply system involved in this implementation method. Figure 1 Refer to together Figure 2 The distribution panel 110 includes a main branch 111, a switching device 112, an overcurrent cutoff device 113 and 114, and a residual current device 115. The main branch 111 receives power from the power system PG and distributes power to the circuits (charging circuits) toward the vehicle 200 and the circuits toward the switching device 112. The main branch 111 is electrically connected to the switching device 112 via a single-phase 3-wire wiring L40A.

[0064] The discharge assembly 500 includes a charging circuit connecting a first end P51 (socket 210) and a second end P52. The charging circuit is connected to a distribution panel 110 within the building 100 via a single-phase two-wire wiring L30. The single-phase two-wire wiring L30 is electrically connected to the main trunk 111 within the distribution panel 110 via a single-phase two-wire wiring L40B. A residual current device (RCD) 115 is installed in the single-phase two-wire wiring L40B. Alternating current (AC) power from the power system PG is input to the charging circuit via the RCD 115. The RCD 115 is configured to disconnect the charging circuit upon detecting a leakage current. The RCD 115 is equivalent to a charging RCD. In this embodiment, the RCD 115 is a RCD device with overcurrent protection. The RCD 115 is a high-sensitivity, high-speed type RCD.

[0065] The EVPS box 520 includes an opening and closing device 521, an alarm device 522, a switching device 523, a leakage current cut-off device 524, a switching switch 525, a PCS 526, a protection device 527, an opening and closing device 531, and a control device 532.

[0066] The switching device 531 is disposed in the charging circuit. The switching device 531 is configured to switch the connection / disconnection of the charging circuit. The switching device 531 is equivalent to a charging switching device. During the period when the switching device 521 is connected to the discharge circuit (during discharge), the switching device 531 is interlocked to not connect (close the circuit) the charging circuit.

[0067] The control device 532 is configured to exchange control signals with the ECU 250 of the vehicle 200. The control device 532 communicates with the ECU 250 via data communication (e.g., CPLT and HLC). The control device 532 may also be a computer with a processor. The control device 532 is configured to control the opening / closing device 531. The control device 532 connects (closes) the charging circuit via the opening / closing device 531 only when charging is initiated through communication with the vehicle 200; otherwise, it disconnects (opens) the charging circuit via the opening / closing device 531. Furthermore, if at least one of the control signals or data communication is abnormal, the control device 532 disconnects the charging circuit via the opening / closing device 531. Through communication with the vehicle 200, the control device 532 performs not only charging control but also discharging control.

[0068] In the discharge assembly 500, a discharge circuit (hereinafter also referred to as the "common discharge circuit") is provided that connects the first end P51 (socket 210) and the switching device 525. The switching device 521 is configured to switch the connection / disconnection of the common discharge circuit. The switching device 521 is equivalent to a discharge switching device. During the period when the switching device 531 is connected to the charging circuit (charging), the switching device 521 is interlocked to not connect (close the circuit) the common discharge circuit.

[0069] The alarm device 522 is configured to be disposed between the opening and closing device 521 and the switching device 523, and when grounding is detected on the vehicle 200 side, it notifies of the abnormality by means of, for example, an abnormality display or an alarm.

[0070] The conversion device 523 is configured to convert the circuit connected to the vehicle 200 into an indoor circuit facing the building 100. The conversion device 523 is equivalent to an indoor circuit conversion device. In this embodiment, the conversion device 523 includes an insulation transformer, ensuring that the circuit grounding is a single-point grounding in all normal connection states. In this embodiment, a high-resistance neutral-point grounding method is employed.

[0071] The residual current circuit breaker 524 is configured to be disposed between the switching device 523 and the switching switch 525, and to disconnect the common discharge circuit when a ground fault or leakage current is detected on the building 100 side. The residual current circuit breaker 524 is equivalent to a discharge residual current circuit breaker. In this embodiment, the residual current circuit breaker 524 is a residual current circuit breaker device with overcurrent protection. The residual current circuit breaker 524 is a high-sensitivity, high-speed type residual current circuit breaker. In this embodiment, the switching device 523 and the residual current circuit breaker 524 are housed in the same frame.

[0072] The switching switch 525 is configured as a circuit for switching between independent operating modes (hereinafter also referred to as the "first circuit") and a circuit for switching between normal operating modes (hereinafter also referred to as the "second circuit"). The first and second circuits are circuits that connect the switching switch 525 and the second end P52 via different paths. In this embodiment, the switching switch 525 is operated by the user. The switching switch 525 is only connected to the circuit selected by the user (either the first circuit or the second circuit).

[0073] The first circuit is directly connected to the distribution panel 110 inside the building 100 via a single-phase 3-wire wiring L10. Therefore, the power supplied from the vehicle 200 to the indoor circuit side via the conversion device 523 is output to the building 100 side as is.

[0074] The second circuit is connected to the distribution panel 110 within building 100 via a single-phase 3-wire wiring L20. A PCS 526 and a protection device 527 are installed in the single-phase 3-wire wiring L20. During system connection, AC power supplied from vehicle 200 is supplied to the distribution panel 110 via the PCS 526 and protection device 527. The PCS 526 has a power conversion circuit, such as an insulation transformer. The protection device 527 has a protection relay. Additionally, the protection device 527 has a reverse power detection function.

[0075] In this embodiment, the second end P52 of the discharge assembly 500 and the building 100 are connected by the aforementioned single-phase 3-wire wiring L10, L20 and single-phase 2-wire wiring L30. The power system PG supplies charging power to the second end P52 of the discharge assembly 500 via the distribution panel 110. Specifically, AC power is output from the distribution panel 110 to the charging circuit (single-phase 2-wire wiring L30). In addition, AC power is output from the first discharge circuit (single-phase 3-wire wiring L10) and the second discharge circuit (single-phase 3-wire wiring L20) to the distribution panel 110 from the second end P52 of the discharge assembly 500. Hereinafter, the AC power output from the first discharge circuit to the distribution panel 110 will be referred to as "first AC output", and the AC power output from the second discharge circuit to the distribution panel 110 will be referred to as "second AC output".

[0076] The first AC output is input to the switching device 112 of the distribution panel 110. Furthermore, AC power from the power system PG is input to the switching device 112 via a single-phase 3-wire wiring L40A. An overcurrent cutoff device 114 is provided in the single-phase 3-wire wiring L40A. The overcurrent cutoff device 114 disconnects the circuit when an overcurrent is detected. The switching device 112 is configured to switch between power from the power system PG and the first AC output (an independently operating power source) from the discharge assembly 500. To prevent the first AC output (an independently operating power source) from flowing into the power system PG, the switching device 112 has a physical structure such that the contacts of both are not simultaneously ON. In this embodiment, the switching device 112 is operated by the user.

[0077] The second AC output is input to a single-phase 3-wire wiring L40A via the overcurrent cutoff device 113 of the distributor 110. The overcurrent cutoff device 113 is configured to provide output protection for the PCS526 and wiring protection for the distributor 110. The overcurrent cutoff device 113 disconnects the circuit upon detecting an overcurrent. In normal operating mode, the second discharge circuit is connected. Thus, the vehicle 200 is connected to the power system PG (system connection) via the discharge assembly 500 and the distributor 110, and energy management is performed through the second AC output.

[0078] Figure 3 This is a diagram showing the structure surrounding the switching device 112. (and...) Figure 2 Refer to together Figure 3The switching device 112 is connected to single-phase 3-wire cabling L10 and single-phase 3-wire cabling L40A. Single-phase 3-wire cabling L10 includes voltage line L11, voltage line L12, and neutral line L13. Voltage line L11, voltage line L12, and neutral line L13 respectively correspond to an example of the "first voltage line," "second voltage line," and "neutral line" involved in this disclosure. Single-phase 3-wire cabling L40A includes voltage line L41, voltage line L42, and neutral line L43. The switching device 112 is connected to the first to third sockets To1 to To3 via single-phase 3-wire cabling L50. Single-phase 3-wire cabling L50 includes voltage line L51, voltage line L52, and neutral line L53. The first to third sockets To1 to To3 are built into, for example, a building 100.

[0079] The switching device 112 is configured to connect one of the first power path (power input from the discharge assembly 500, more specifically, power input from the vehicle 200 via the discharge assembly 500) to the electrical load 700 and the second power path (power input from the power system PG) to the electrical load 700, while disconnecting the other. The switching device 112 connects only the power path selected by the user (either the first or the second power path). The user connects the first power path via the switching device 112 before executing an independent operating mode. Additionally, the user connects the second power path via the switching device 112 before executing a normal operating mode. When switching operating modes via the mode switch 511c, the display on the EVPS box 520 can also prompt the user to switch the switching device 112.

[0080] Connecting the switching device 112 to the first power path means electrically connecting the single-phase 3-wire wiring L10 and the single-phase 3-wire wiring L50 via the switching device 112. When the switching device 112 is connected to the first power path, the power input from the discharge assembly 500 to the switching device 112 is output from the switching device 112 to the first to third sockets To1 to To3. Similarly, connecting the switching device 112 to the second power path means electrically connecting the single-phase 3-wire wiring L40A and the single-phase 3-wire wiring L50 via the switching device 112. When the switching device 112 is connected to the second power path, the power input from the power system PG to the switching device 112 is output from the switching device 112 to the first to third sockets To1 to To3.

[0081] The switching device 112 is configured to output AC100V and AC200V power via voltage lines L51, L52 and neutral line L53. When the switching device 112 is connected to the first power path or the second power path, AC100V is applied between voltage line L51 and neutral line L53, and AC100V is applied between voltage line L52 and neutral line L53, by AC power supplied from vehicle 200 (discharge assembly 500) or power system PG.

[0082] Regarding sockets 1 to 3 (To1 to To3), the socket terminals electrically connected to voltage line L51, voltage line L52, and neutral line L53 are respectively labeled "L1", "L2", and "PE". For example, in... Figure 3 As shown, socket To1 has L1 (first voltage terminal), L2 (second voltage terminal), and PE (ground terminal). Socket To2 has one L1 (voltage terminal) and two PE (ground terminals). Socket To3 has one L2 (voltage terminal) and two PE (ground terminals). Socket To1 outputs AC200V between L1 and L2. Socket To2 outputs AC100V between L1 and PE. Socket To3 outputs AC100V between L2 and PE. Socket To1 can also be a single-phase AC200V socket with a rated voltage of 250V and a rated current of 20A. Sockets To2 and To3 can each be a single-phase AC100V socket with a rated voltage of 125V and a rated current of 15A.

[0083] As described above, the L50 can output AC100V / AC200V via single-phase 3-wire wiring. Outlets To1 to To3 (numbers 1-3) can be used as… Figure 1 The power supply function of the power load 700 shown is as follows. For example, electrical equipment with a drive voltage of 200V can be driven using the first socket To1. Additionally, electrical equipment with a drive voltage of 100V can be driven using the second socket To2 or the third socket To3. Furthermore, by using multiple sockets simultaneously, various electrical devices with different drive voltages can be driven. In the power supply system according to this embodiment, the second end P52 of the discharge assembly 500 and the building 100 are connected by a single-phase 3-wire wiring L10. Therefore, even if 100V / 200V single-phase AC power is not supplied from the power system PG to the distribution panel 110, the first to third sockets To1 to To3 can receive 100V / 200V single-phase AC power from the vehicle 200.

[0084] Refer again Figure 1The charging and discharging device 220 is configured to charge the battery 230. Specifically, the charging and discharging device 220 is configured to convert AC power supplied from outside the vehicle to the socket 210 into DC power and output the DC power to the battery 230. Additionally, the charging and discharging device 220 is configured to discharge the power from the battery 230 to outside the vehicle. Specifically, the charging and discharging device 220 is configured to convert DC power supplied from the battery 230 into AC power and output the AC power to the socket 210.

[0085] Figure 4 This is a diagram showing the structure surrounding the charging / discharging device 220. (Refer to...) Figure 4 An SMR (System Main Relay) 231 is provided between the charging / discharging device 220 and the battery 230. The SMR 231 is configured to switch the connection / disconnection of the circuit connecting the charging / discharging device 220 and the battery 230. When power is being transferred between the socket 210 and the battery 230, the SMR 231 is closed (connected) via the ECU 250. A BMS (Battery Management System) 232 is provided in the battery 230. The BMS 232 includes various sensors that detect the state of the battery 230 and outputs the detection results to the ECU 250. The ECU 250 can obtain the state of the battery 230 (e.g., temperature, current, voltage, SOC (State of Charge), and internal resistance) based on the output of the BMS 232.

[0086] A socket 210 is disposed at an opening 211 provided in the vehicle body. A cover 212 is provided to open and close the opening 211. The cover 212 is configured to be connected to the vehicle body via an opening / closing mechanism 213 (e.g., a hinge) to open and close the opening 211. The socket 210 is used when the cover 212 is open. When the cover 212 is closed, the cover 212 covers the opening 211 (including the socket 210), thereby preventing the use of the socket 210. The socket 210 involved in this embodiment is an AC socket. That is, when charging the battery 230 using the socket 210, AC power is input to the socket 210 from outside the vehicle.

[0087] ECU 250 is configured as a control charging and discharging device 220. ECU 250 can also be a computer. ECU 250 includes a processor 251, RAM (Random Access Memory) 252, a storage device 253, and a timer 254. In this embodiment, various controls in the vehicle 200 are executed by the processor 251 in ECU 250 executing a program stored in the storage device 253. However, the various controls in the vehicle 200 are not limited to being executed by software, but can also be executed by dedicated hardware (electronic circuitry). Furthermore, the number of processors in ECU 250 is arbitrary, and a processor can be prepared for each predetermined control.

[0088] The charging and discharging device 220 has AC inverters 221A and 221B and a charger 222 connected in parallel between the socket 210 and the battery 230. The AC inverters 221A and 221B can be housed in different frames or together in the same frame.

[0089] A discharge relay 223A is provided between the AC inverter 221A and the socket 210. The discharge relay 223A is configured to switch the connection / disconnection of the discharge path from the AC inverter 221A to the socket 210. Additionally, a discharge relay 223B is provided between the AC inverter 221B and the socket 210. The discharge relay 223B is configured to switch the connection / disconnection of the discharge path from the AC inverter 221B to the socket 210. Hereinafter, without distinction, both AC inverters 221A and 221B will be referred to as "AC inverter 221".

[0090] Figure 5 This is a diagram showing an example of the circuit structure of an AC inverter 221. (And...) Figure 4 Refer to together Figure 5 The AC inverter 221 includes inverters 11-13 and an insulation circuit 14. Each of inverters 11-13 includes a full-bridge circuit containing four switching elements. Inverter 13, located closest to socket 210, also includes two reactors and a smoothing capacitor. The switching elements included in inverters 11-13 are controlled by ECU 250. The insulation circuit 14 is an insulation transformer including a first coil 14a and a second coil 14b.

[0091] Inverter 11 converts the DC power input from the battery 230 side into high-frequency AC power. The insulation circuit 14 transforms the output (AC power) of inverter 11 at a ratio corresponding to the coil turns ratio and transmits it to inverter 12. Inverter 12 rectifies the AC power received from the insulation circuit 14 and outputs it to inverter 13. Inverter 13 converts the DC power received from inverter 12 into AC power of a predetermined frequency and outputs it to the socket 210 side.

[0092] As described above, the AC inverter 221 is configured to convert the DC power input from the battery 230 side into AC power of a predetermined frequency and output it to the socket 210 side. Furthermore, Figure 5 The circuit structure shown is an example and can be modified as appropriate. Any circuit structure can also be used from known vehicle inverters. A vehicle inverter is a device built into a vehicle that converts the DC power from the vehicle's battery into AC power to supply AC power to electrical equipment. The AC inverter 221 can be configured to convert power bidirectionally between the battery 230 and the socket 210, or it can be configured to convert power only in one direction (from the battery 230 to the socket 210).

[0093] Refer again Figure 4 Monitoring units 224A and 224B are respectively provided in AC inverters 221A and 221B. Monitoring units 224A and 224B include various sensors that detect the status (e.g., voltage, current, and temperature) of AC inverters 221A and 221B, and output the detection results to ECU 250. ECU 250 controls AC inverters 221A and 221B based on the outputs of monitoring units 224A and 224B. This adjusts the power output from each inverter to socket 210 (i.e., the discharge power of charging / discharging device 220). ECU 250 can also be configured to monitor the current of each AC inverter 221A and 221B, and perform current limiting on inverters whose current appears to exceed a predetermined allowable current value (e.g., 15A). Details of the wiring between each inverter and socket 210 will be described later (see [reference]). Figure 7 ).

[0094] ECU250 can disconnect AC inverters 221A and 221B from socket 210 by turning discharge relays 223A and 223B into the off state. In this embodiment, a discharge relay is provided for each inverter. Therefore, each inverter can be disconnected from socket 210 individually. When a discharge relay is in the off state, discharge from the inverter corresponding to that discharge relay to socket 210 is prohibited. Furthermore, the number of discharge relays is arbitrary. The discharge relays can also be configured to disconnect multiple inverters from the socket collectively.

[0095] Each of the AC inverters 221A and 221B can be configured to output AC power at a frequency set initially (e.g., at the factory), adjusting the frequency of the AC power. Alternatively, the ECU 250 can control the AC inverters 221A and 221B based on the location of the vehicle 200, outputting AC power at a frequency suitable for each region from each inverter. The ECU 250 can also be configured to allow the user to set any frequency.

[0096] A charging relay 223C is provided between the charger 222 and the battery 230 (more specifically, closer to the charger 222 side than the SMR 231). The charging relay 223C is configured to switch the connection / disconnection of the charging path from the charger 222 to the battery 230. When the charging relay 223C is in the off state, power supply to the battery 230 from the socket 210 via the charger 222 is prohibited.

[0097] Figure 6 This is a diagram showing an example of the circuit structure of charger 222. (And...) Figure 4 Refer to together Figure 6 The charger 222 includes inverters 21-23 and an insulation circuit 24. Each of inverters 21-23 includes a full-bridge circuit containing four switching elements. Inverter 21, located closest to the socket 210, also includes a filter circuit 21a and a smoothing capacitor 21b. The filter circuit 21a removes high-frequency noise contained in the AC power. The switching elements included in inverters 21-23 are controlled by ECU 250. The insulation circuit 24 is an insulation transformer including a first coil 24a and a second coil 24b.

[0098] Inverter 21 rectifies the AC power input from the socket 210 side and outputs it to inverter 22. Inverter 22 converts the DC power received from inverter 21 into high-frequency AC power. The insulation circuit 24 transforms the output (AC power) of inverter 22 at a ratio corresponding to the coil turns ratio and transmits it to inverter 23. Inverter 23 rectifies the AC power received from insulation circuit 24 and outputs it to the battery 230 side.

[0099] As described above, the charger 222 is configured to convert AC power input from the socket 210 side into DC power and output it to the battery 230 side. Furthermore, Figure 6The circuit structure shown is an example and can be modified appropriately. The charger 222 can be configured to convert power bidirectionally between the battery 230 and the socket 210, or it can be configured to convert power only in one direction (from the socket 210 to the battery 230). The bidirectional power conversion charger 222 can be used as a power conversion circuit for discharging. Therefore, in the configuration where the charger 222 is bidirectionally power conversion, one of the AC inverters 221A and 221B can be omitted, and the charger 222 can be used instead.

[0100] Refer again Figure 4 A monitoring unit 224C is provided in the charger 222. The monitoring unit 224C includes various sensors that detect the status of the charger 222 (e.g., voltage, current, and temperature) and outputs the detection results to the ECU 250. The ECU 250 controls the charger 222 based on the output of the monitoring unit 224C. As a result, the power output from the charger 222 to the battery 230 (i.e., the charging power of the battery 230) is adjusted.

[0101] Refer again Figure 1 The first end P51 of the discharge assembly 500 (the front end of the discharge connector 511) has connector terminals on the end face F1. The end face F1 of the first end P51 corresponds to the surface (connection surface) that connects to the socket 210 of the vehicle 200. The connector terminals provided on the end face F1 include terminal L1, terminal L2, terminal PE, terminal CS, and terminal CP.

[0102] Terminals L1 and L2 correspond to two terminals for inputting AC power from vehicle 200. Terminal L1 is the HOT side terminal, and terminal L2 is the COLD side terminal. Hereinafter, terminal L1 will also be referred to as "AC1", and terminal L2 will also be referred to as "AC2". Terminal PE corresponds to the ground terminal (hereinafter referred to as "GND"). Terminal CS corresponds to the terminal used for connector status (connected / fitted / unfitted) detection (hereinafter referred to as "PISW"). Terminal CS outputs a potential signal (hereinafter referred to as "PISW signal") indicating the connector status to vehicle 200. Terminal CP corresponds to the terminal used for CPLT (hereinafter referred to as "CPLT").

[0103] The socket 210 has terminals corresponding to the aforementioned terminals (terminals L1, L2, PE, CS, CP) of the discharge connector 511. Hereinafter, for clarity, the terminals of the socket 210 corresponding to terminals L1, L2, PE, CS, and CP of the discharge connector 511 are also referred to as AC1, AC2, GND, PISW, and CPLT. When the discharge connector 511 and socket 210 are engaged, AC1, AC2, GND, PISW, and CPLT of the discharge connector 511 contact AC1, AC2, GND, PISW, and CPLT of the socket 210, respectively, and the terminals of both are electrically connected. The terminals of the discharge connector 511 and the engagement configuration with the socket 210 can also conform to, for example, Type 1 as specified in specification "IEC 62196-2:2011".

[0104] When the discharge connector 511 is connected to the socket 210, the single-phase 3-wire wiring of the vehicle 200 and the single-phase 3-wire wiring of the discharge assembly 500 are connected. Figure 7 This diagram shows the connection pattern of the vehicle 200, the discharge assembly 500, and the distributor 110 in independent operation mode.

[0105] and Figures 1-4 Refer to together Figure 7 The vehicle 200 is equipped with a single-phase three-wire wiring L60 (i.e., voltage line L61, voltage line L62, and neutral line L63) connected to AC1, AC2, and GND of the socket 210. Additionally, the discharge assembly 500 is equipped with a connection to the first end P51 ( Figure 1 The front end of the discharge connector 511 (shown) has a single-phase 3-wire wiring L70 (i.e., voltage line L71, voltage line L72, and neutral line L73) connected to AC1, AC2, and GND. When the discharge connector 511 is connected to the socket 210, the single-phase 3-wire wiring L60 of the vehicle 200 is connected to the single-phase 3-wire wiring L70 of the discharge assembly 500 via AC1, AC2, and GND.

[0106] In vehicle 200, AC1 and GND of socket 210 are connected to AC inverter 221A via voltage line L61 and neutral line L63, respectively. AC2 and GND of socket 210 are connected to AC inverter 221B via voltage line L62 and neutral line L63, respectively. Additionally, GND of socket 210 is grounded to the vehicle body (body grounding) of vehicle 200 via neutral line L63. For single-phase 3-wire wiring L60, single-phase AC power is supplied from AC inverters 221A and 221B. The single-phase AC power supplied to single-phase 3-wire wiring L60 is transferred to single-phase 3-wire wiring L70 via AC1, AC2, and GND.

[0107] In the discharge assembly 500, a single-phase 3-wire wiring L70 connects to the first end P51 ( Figure 1 The discharge connector 511 (shown at its front end) and the conversion device 523 are shown. The conversion device 523 converts the single-phase 3-wire wiring L70 connected to the vehicle 200 into a single-phase 3-wire wiring L10 (indoor circuit). The single-phase 3-wire wiring L70 and the single-phase 3-wire wiring L10 are insulated from each other by the conversion device 523. However, the AC power supplied to the single-phase 3-wire wiring L70 is transferred to the single-phase 3-wire wiring L10 via the conversion device 523. In this embodiment, the conversion device 523 does not change voltage. However, it is not limited to this, and the conversion device 523 may also be configured as a transformer. In addition, the conversion device 523 may also include a filter circuit.

[0108] In stand-alone operation mode, the converter 523 is electrically connected to the switching device 112 within the distribution panel 110 via a single-phase 3-wire wiring L10. The AC inverters 221A and 221B are each configured to draw power from the battery 230 ( Figure 4 The system receives DC power and outputs AC power to the socket 210. Between AC1 and GND in the socket 210, a first AC power is output from the battery 230 via the AC inverter 221A. Between AC2 and GND in the socket 210, a second AC power is output from the battery 230 via the AC inverter 221B. The first and second AC power are input to the first end P51 of the discharge assembly 500 from the socket 210 connected to the first end P51. The first and second AC power are input from the socket 210 to the first end P51 and transmitted to the conversion device 523 via a single-phase 3-wire wiring L70. Furthermore, the first and second AC power are transmitted through the conversion device 523 to the single-phase 3-wire wiring L10, then to the second end P52 via the single-phase 3-wire wiring L10, and finally to the switching device 112. In the independent operation mode involved in this embodiment, a voltage of AC100V is applied between the voltage line L11 and the neutral line L13 by the first AC power, and a voltage of AC100V is applied between the voltage line L12 and the neutral line L13 by the second AC power.

[0109] Figure 8 This is a diagram showing a schematic circuit structure of the discharge assembly 500 and the socket 210. Figures 1-4 Refer to together Figure 8 In vehicle 200, a reference voltage is applied between the vehicle body (ground wire) and signal line L64, which is connected to PISW. Furthermore, the PISW signal (PISW potential) is input to ECU 250 via signal line L64. This is achieved at the first end P51 ( Figure 1When the front end of the discharge connector 511 (shown) and the socket 210 are electrically connected, PISW and GND are connected via the circuit of the discharge assembly 500 (e.g., detection circuits 540A or 540B described later) to form a closed circuit (hereinafter also referred to as the "PISW circuit"). This causes a change in the potential of PISW. Even if the discharge assembly 500 is not powered, a PISW signal is generated through the PISW circuit. The ECU 250 can determine the connector status based on the PISW signal (PISW potential).

[0110] The discharge assembly 500 includes detection circuits 540A and 540B and switches S3A and S3B. Switch S3A is configured to switch the connection / disconnection of the control device 532 and the CPLT. Switch S3B is configured to switch the detection circuits 540A and 540B. Switch S3B switches the detection circuits connected to the PISW circuit. Switches S3A and S3B are linked to the mode switching switch 511c. Switches S3A and S3B are interconnected and operate together.

[0111] When the independent operation mode is selected via the mode switch 511c, switch S3A disconnects the control device 532 and the CPLT, and switch S3B connects the detection circuit 540A. Thus, PISW and GND are electrically connected via the detection circuit 540A. Conversely, when the normal operation mode is selected via the mode switch 511c, switch S3A connects the control device 532 and the CPLT, and switch S3B connects the detection circuit 540B. Thus, the control device 532 and the CPLT are electrically connected via signal line L75, and signal line L74 connected to PISW is electrically connected to the neutral line L73 (GND) via the detection circuit 540B. In vehicle 200, the CPLT is connected to ECU 250 via signal line L65. A CPLT circuit 650 is provided in signal line L65. The CPLT circuit 650 includes a switch controlled by ECU 250. ECU 250 can send the CPLT signal generated by the CPLT circuit 650 to the control device 532. Data communication (CPLT) is possible between the control unit 532 and the ECU 250 via electrical connection.

[0112] The detection circuit 540A includes electrical resistors R1A, R2A, and R3A, and switches S1A and S2A. Signal line L74 branches from PISW via electrical resistor R1A into two branches, L741A and L742A. Branches L741A and L742A merge and connect to switch S3B. Electrical resistor R2A is configured in branch L741A, and electrical resistor R3A and switch S1A are configured in branch L742A. Electrical resistors R2A and R3A are configured in parallel. Electrical resistor R3A and switch S1A are configured in series. Additionally, switch S2A is configured in parallel with electrical resistor R3A.

[0113] The detection circuit 540B includes electrical resistors R1B and R2B, and a switch S1B. Signal line L74 branches from PISW via electrical resistor R1B into two branches, L741B and L742B. Branches L741B and L742B merge and connect to switch S3B. Electrical resistor R2B is located in branch L741B, and switch S1B is located in branch L742B.

[0114] Each of the switches S1A and S1B has a latch release button 511a connected to the discharge assembly 500. Figure 1 The switches S1A and S1B are linked and open / closed. Each switch is in a closed state (conducting state) when the latch release button 511a is not pressed, and in an open state (disconnecting state) when the latch release button 511a is pressed. Additionally, switch S2A is linked to the discharge start switch 511b of the discharge assembly 500. Figure 1 The switches S1A, S1B, and S2A are interconnected. Switch S2A is closed (conducting) when the discharge start switch 511b is OFF, and open (disconnected) when the discharge start switch 511b is ON. In this embodiment, the discharge start switch 511b is ON while the user presses it, and OFF when the user releases it. When the user does not operate either the latch release button 511a or the discharge start switch 511b, switches S1A, S1B, and S2A are all closed. That is, each of switches S1A, S1B, and S2A is equivalent to a normally closed switch.

[0115] Detection circuits 540A and 540B function as circuits used to determine the operating mode of the power supply system. Specifically, the resistance values ​​(combined resistances) in detection circuits 540A and 540B are different. For example... Figure 8 As shown, in detection circuit 540A, electrical resistors R1A, R2A, and R3A have resistance values ​​of 20Ω, 460Ω, and 20Ω, respectively. On the other hand, electrical resistors R1B and R2B in detection circuit 540B are as follows... Figure 8The resistors shown are 150Ω and 330Ω respectively. The potential of the PISW circuit differs depending on whether the detection circuit 540A or PISW circuit is connected. Therefore, the ECU 250 can determine the operating mode (standby mode / normal mode) of the power supply system selected by the mode switch 511c based on the PISW signal (PISW potential). In this embodiment, the resistance value of the detection circuit 540B connected in normal mode is the same as the resistance value in the charging connector specified in "IEC 61851-1:2010 Annex B". By using a common resistance value in energy management mode, even when switching between charging and discharging in energy management mode, manual operation by the user (e.g., switching between charging and discharging modes) is not required, and the EVPS can automatically manage energy.

[0116] Each of the detection circuits 540A and 540B also serves as a means of determining the first end P51 ( Figure 1 The circuit (proximity detection circuit) at the front end of the discharge connector 511 shown functions to determine which state of the connection / engaged / unengaged state. When switches S1A, S1B, and S2A are in the open state, the resistance values ​​(combined resistance) of detection circuits 540A and 540B increase compared to when switches S1A, S1B, and S2A are in the closed state, and the potential of PISW also increases accordingly. ECU250 can determine the state of each of switches S1A, S1B, and S2A (and consequently, the state of each of the latch release button 511a and discharge start switch 511b) based on the PISW signal (PISW potential).

[0117] In the discharge assembly 500, the latch release button 511a functions as a switch to stop discharge from the vehicle 200. Additionally, in independent operation mode, the discharge start switch 511b functions as a switch to start discharge from the vehicle 200.

[0118] In stand-alone operation mode, if the user performs a predetermined operation on the discharge start switch 511b while the connector is in the connected state, the vehicle 200 (ECU 250) recognizes the start of discharge and begins discharging. In this embodiment, the user initiates discharge by turning the discharge start switch 511b ON twice. If the latch release button 511a is pressed during discharge, and the connector is either engaged or disengaged, the vehicle 200 (ECU 250) recognizes the stop of discharge and stops discharging.

[0119] Figure 9 This is a timing diagram showing the sequence of start-up (discharge start) and stop (discharge stop) of the discharge component 500 in independent operation mode. Figure 9 In the diagram, line D1 represents the potential of PISW, and line D2 represents the AC power output from socket 210 to the discharge assembly 500 side.

[0120] and Figures 1-4 Refer to together Figure 9 If the user presses the latch release button 511a while inserting the discharge connector 511 into the socket 210, the connector state changes from the unengaged state to the engaged state, and the potential of PISW decreases. Then, when the user releases the latch release button 511a, the connector state changes from the engaged state to the connected state, and the potential of PISW decreases further. After a predetermined time (e.g., 500ms) elapses from the connector state changing to the connected state, the operation of the discharge start switch 511b becomes active. Furthermore, when the user turns the discharge start switch 511b to the ON state, the potential of PISW rises. Then, when the user returns the discharge start switch 511b to the OFF state, the potential of PISW also returns. When the connector state is connected, if the user presses the latch release button 511a while inserting the discharge connector 511 into the socket 210... Figure 9 When the discharge start switch 511b is operated in the sequence shown, i.e., ON, OFF, ON, OFF, the ECU 250 recognizes the start of discharge based on the PISW potential and begins discharging. To suppress malfunctions caused by noise, the recognition of the discharge start switch 511b in the ECU 250 becomes effective when the voltage corresponding to the ON / OFF operation is maintained for a predetermined time (e.g., 50ms to 3000ms).

[0121] Discharge from vehicle 200 is performed by ECU 250. Specifically, ECU 250 controls charging and discharging device 220 by outputting the first AC power and the second AC power from connector 210 to discharge assembly 500. Additionally, during discharge, SMR 231 ( Figure 4 The SMR231 is controlled to be in the closed state. The period Ts from the start of the discharge operation to the start of the discharge can be set arbitrarily. The ECU250 can also perform predetermined processes (such as pre-discharge checks such as wire breakage checks) during the period Ts. The SMR231 can also be switched from the open state to the closed state during the period Ts.

[0122] When the latch release button 511a is pressed during discharge, the connector state changes from the connected state to the engaged state, and the potential of PISW rises. When the connector state becomes engaged, ECU250 recognizes the discharge stop based on the PISW potential and stops the discharge. The period Te from the discharge stop operation to the discharge stop can also be the period specified in specification "IEC61851-1".

[0123] Again with Figures 1-4 Refer to together Figure 8The PISW signal (PISW potential) indicates not only the connector status and switch status mentioned above, but also the required voltage value of the discharge connector electrically connected to the socket 210. Specifically, the socket 210 is configured to connect to various discharge connectors. In this embodiment, in addition to the discharge component 500 described above, the discharge component 500A, described below, can also be connected to the socket 210. The required voltage values ​​are different for discharge component 500 and discharge component 500A. The required voltage value for discharge component 500 is 200V, and the required voltage value for discharge component 500A is 100V. Hereinafter, discharge component 500 and discharge component 500A will also be referred to as "200V connector" and "100V connector," respectively.

[0124] Figure 10 This diagram illustrates a 100V connector. The following explanation focuses on the differences between the 100V and 200V connectors.

[0125] Reference Figure 10 The discharge assembly 500A has a discharge connector 511 (including a first end P51A) and a second end P52A. AC1 and AC2 of the first end P51A are connected to voltage lines L71A and L72A, respectively. GND of the first end P51A is connected to ground line L73A. When the discharge connector 511 of the discharge assembly 500A is connected to the socket 210, voltage lines L61 and L62 of the vehicle 200 are connected to voltage lines L71A and L72A of the discharge assembly 500A, respectively. In the discharge assembly 500A, voltage lines L71A and L72A connect the discharge connector 511 and the conversion device 523A. The conversion device 523A converts the voltage lines L71A and L72A connected to the vehicle 200 into a single-phase two-wire wiring L10A (indoor circuit). The second end P52A of the discharge assembly 500A and the distributor 110A are connected by a single-phase two-wire wiring L10A.

[0126] In stand-alone operation mode, the converter 523A is electrically connected to the switching device 112A within the distributor panel 110A via a single-phase two-wire wiring L10A. Furthermore, the AC inverters 221A and 221B are controlled by the ECU 250, which identifies the discharge assembly 500A connected to the socket 210 to output 100V single-phase AC power between voltage lines L11A and L12A. The 100V single-phase AC power is transmitted to the switching device 112A via the single-phase two-wire wiring L10A. The switching device 112A outputs 100V single-phase AC power to the single-phase two-wire socket To4 installed within the building 100. Regarding socket To4, the socket terminals electrically connected to voltage lines L11A and L12A are respectively labeled "L1" and "L2". Socket To4 has L1, L2, and a ground terminal. Socket To4 outputs 100V single-phase AC power between L1 and L2.

[0127] Figure 11 This is a diagram showing a schematic circuit structure of a 100V connector. (Refer to...) Figure 11 The discharge assembly 500A, in addition to having a detection circuit 540A ( Figure 8 In addition to the discharge assembly 500A connected to the socket 210, a detection circuit 540C is also included. When the independent operation mode is selected via the mode switch 511c, the detection circuit 540C is connected to the PISW circuit. The detection circuit 540C includes electrical resistors R1C, R2C, and R3C, as well as switches S1C and S2C. Switches S1C and S2C are opened and closed in conjunction with the latch release button 511a and the discharge start switch 511b, respectively. The detection circuit 540C has a basic configuration according to Figure 8 The structure of the detection circuit 540A is shown, but the following points are different from those of the detection circuit 540A.

[0128] The resistance values ​​are different in detection circuits 540A and 540C. For example, in... Figure 11 As shown, in detection circuit 540C, electrical resistors R1C, R2C, and R3C have resistance values ​​of 39Ω, 430Ω, and 51Ω, respectively. The resistance values ​​in each of detection circuits 540A and 540C are set to match the potential diagram M2 described later. Furthermore, the electrical resistors included in detection circuits 540A and 540C are set to resistance values ​​different from those in the charging connector specified in standard "IEC 61851-1:2010 Annex B". Therefore, ECU 250 can distinguish between the charging connector and the discharging connector based on the PISW signal (PISW potential).

[0129] In the detection circuit 540C, switch S1C is a normally closed switch, and switch S2C is a normally open switch. Switch S2C is closed when the discharge start switch 511b is ON, and open when the discharge start switch 511b is OFF.

[0130] Figure 12 This is a timing diagram showing the start-up (discharge start) and stop-up (discharge stop) sequence of a 100V connector. Figure 12 In the diagram, line D1A represents the potential of PISW, and line D2A represents the AC power output from socket 210 to the discharge assembly 500A side.

[0131] and Figure 10 as well as Figure 11 Refer to together Figure 12 The sequence of the 500A discharge component is basically the same as... Figure 9 The sequence of the discharge components 500 shown is the same. However, when the user turns the discharge start switch 511b to the ON state, the potential of PISW decreases. When the user turns the discharge start switch 511b back to the OFF state, the potential of PISW also returns. When the connector is in the connected state, if the user follows... Figure 12 When the discharge start switch 511b is operated in the sequence shown, i.e., ON, OFF, ON, OFF, the ECU250 recognizes the discharge start based on the PISW potential and begins discharging.

[0132] Figure 13 This is a diagram used to illustrate the PISW signal (PISW potential). (Refer to...) Figure 13 The potential diagram M1 related to the PISW potential represents the judgment value for each potential range specified in the charging specification "IEC 61851-1". Within the range of 0–4.7V, for potential ranges of 1.359–1.639V, 2.553–2.944V, and 4.301–4.567V, connector states such as connected, mated, and unmatted are defined as judgment values. Potential ranges outside these are undefined.

[0133] The potential diagram M2 related to the PISW potential is the control diagram used in the control and is stored in... Figure 4 The storage device 253 of the ECU 250 is shown. In the potential diagram M2, for each potential range, the connector status, switch status, required voltage value, and operating mode of the power supply system of the discharge connector are specified. When the discharge connector is electrically connected to the socket 210, the ECU 250 can obtain the aforementioned connector status, switch status, required voltage value, and operating mode of the power supply system from the PISW signal using the potential diagram M2. Furthermore, the ECU 250 can determine whether a discharge connector is electrically connected to the socket 210 based on the PISW signal.

[0134] In potential diagram M2, for the potential range of 0.0 to 1.2V, the potential range in which the discharge connector is in the connected state under independent operation mode is assigned (hereinafter also referred to as "first connection range"). For the potential range of 1.2 to 2.0V, the potential range in which the discharge connector is in the connected state under normal operation mode is assigned (hereinafter also referred to as "second connection range"). Hereinafter, without distinction, each of the first connection range and the second connection range will be referred to as "connection range".

[0135] For a potential range of 2.0–3.5V, the assignment indicates the potential range in which the discharge connector is in a mated state (hereinafter also referred to as the "matted range"). For a potential range of 3.5–4.7V, the assignment indicates the potential range in which the discharge connector is in a dismounted state (hereinafter also referred to as the "dismounted range").

[0136] In potential diagram M2, a first connection range is assigned for the potential range of 0.0 to 1.2V, which is not defined in the charging specification "IEC61851-1". This allows ECU250 to easily distinguish between the charging and discharging connectors. The first connection range is further divided into three potential ranges as described below (0.0 to 0.4V / 0.4 to 0.7V / 0.7 to 1.2V).

[0137] For a potential range of 0.0–0.4V, the allocation indicates that the required voltage value for the discharge connector connected to socket 210 is a potential range of 200V (hereinafter also referred to as the "200V range"). A PISW potential within the 200V range means that the discharge connector connected to socket 210 is a 200V connector. For a potential range of 0.7–1.2V, the allocation indicates that the required voltage value for the discharge connector connected to socket 210 is a potential range of 100V (hereinafter also referred to as the "100V range"). A PISW potential within the 100V range means that the discharge connector connected to socket 210 is a 100V connector. Because in a 100V connector ( Figure 11 ) and 200V connector ( Figure 8 Because the resistance values ​​in the PISW range differ, the PISW potential of each connector when connected to socket 210 also differs. The 100V and 200V ranges, in addition to indicating the required voltage value for the discharge connector connected to socket 210, also indicate that the discharge start switch of that discharge connector is in the OFF state.

[0138] For a potential range of 0.4–0.7V, a potential range indicating the ON state of the discharge start switch is assigned (hereinafter also referred to as the "discharge start range"). In a 200V connector, switch S2A (which is linked to the discharge start switch 511b) Figure 8The PISW potential rises when the discharge start switch 511b changes from the OFF state to the ON state. In the 100V connector, the switch S2C (which is linked to the discharge start switch 511b) is normally closed. Figure 11 Since it is a normally open switch, the PISW potential decreases when the discharge begins and the switch 511b changes from the OFF state to the ON state.

[0139] Figure 14 This is a flowchart illustrating the process related to the initiation of discharge in an independent operating mode executed by ECU 250. The process shown in this flowchart is repeatedly executed while the vehicle 200 is stationary (but excluding charging and discharging).

[0140] and Figures 1 to 13 Refer to together Figure 14 In S101, ECU 250 acquires the PISW signal (PISW potential). In the following S102, ECU 250 determines whether a discharge connector is connected to socket 210 based on the PISW signal. If the connector is in a connected state, the determination in S102 is "yes," and the process proceeds to S103. In S103, ECU 250 determines whether the power supply system's operating mode is independent operating mode. If the power supply system's operating mode is normal operating mode ("no" in S103), the process returns to the initial step (S101). Furthermore, even if the determination in S102 is "no," the process returns to the initial step (S101). In normal operating mode, it is not through... Figure 14 The process shown above, which is mainly driven by the energy management function of the EVPS, performs charge and discharge control.

[0141] If the power supply system is operating in independent mode ("Yes" in S103), the process proceeds to S104. In S104, ECU 250 determines whether the required voltage value of the discharge connector connected to socket 210 is 100V or 200V. Furthermore, before executing independent operation mode, the user uses switching device 112 ( Figure 2 The first power path is connected. Therefore, in stand-alone operation mode, the power supplied from vehicle 200 to building 100 (more specifically, single-phase 3-wire wiring L10) via discharge assembly 500 is output from switching device 112 to sockets To1 to To3 (1st to 3rd outlets). Figure 3 ).

[0142] ECU250 use Figure 13The potential diagram M2 shown obtains the state of socket 210 (e.g., connector state), information about the discharge connector connected to socket 210 (e.g., switch state and required voltage value), and the operating mode of the power supply system (standby mode / normal mode) from the PISW signal obtained in S101. ECU 250 can determine the connector state (unfitted / fitted / connected state) based on whether the PISW potential belongs to the unfitted range, the fitted range, or the connected range. Furthermore, ECU 250 can determine whether the discharge start switch has been operated by the user based on whether the PISW potential belongs to the discharge start range. Moreover, ECU 250 can determine the required voltage value of the discharge connector (100V / 200V) based on whether the PISW potential belongs to the 100V or 200V range. A PISW potential in the 200V range means that the discharge connector connected to socket 210 is a single-phase 3-wire connector. Figure 7 (See the 200V connector shown). The ECU250 can determine the operating mode of the power supply system (standby mode / normal mode) based on whether the PISW potential belongs to the first or second connection range.

[0143] If S104 determines that the required voltage value of the discharge connector is 200V, ECU250 determines in S111 whether the user has initiated an AC200V discharge operation. Figure 9 The discharge start switch operation is shown in the sequence of ON, OFF, ON, OFF. Furthermore, when the user performs the AC200V discharge start operation ("Yes" in S111), the ECU250 outputs 200V single-phase AC power from the socket 210 to the 200V connector side in S112.

[0144] Specifically, in Figure 7 The socket 210 outputs 200V single-phase AC power between AC1 and AC2, and the ECU 250 controls the AC inverters 221A and 221B. Therefore, for... Figure 3 The single-phase 3-wire wiring L10 shown applies a single-phase AC voltage of 100V / 200V. In this embodiment, AC inverters 221A and 221B each apply an AC voltage equivalent to half the required voltage value (AC100V), and AC200V is applied between AC1 and AC2. Thus, in Figure 3 Single-phase AC voltages are applied between voltage line L11 (first voltage line) and neutral line L13, and between voltage line L12 (second voltage line) and neutral line L13, respectively. Furthermore, single-phase AC power of 200V, 100V, and 100V is output to the first socket To1, the second socket To2, and the third socket To3 within the building 100, respectively.

[0145] If S104 determines that the required voltage value of the discharge connector is 100V, ECU250 determines in S121 whether the user has initiated an AC100V discharge operation. Figure 12 The discharge start switch operation is shown in the sequence of ON, OFF, ON, OFF. Furthermore, when the user performs the AC100V discharge start operation ("Yes" in S121), the ECU250 outputs 100V single-phase AC power from the socket 210 to the 100V connector side in S122.

[0146] Specifically, in Figure 10 The ECU 250 controls AC inverters 221A and 221B to output 100V single-phase AC power between AC1 and AC2 of the socket 210 shown. In this embodiment, the ECU 250 applies AC100V between AC1 and AC2 using only AC inverter 221A, while AC inverter 221B is in a voltage-off state (conducting state), thereby applying AC100V between AC1 and AC2. This outputs 100V single-phase AC power to socket To4 within building 100. However, this is not a limitation; AC100V can also be applied between AC1 and AC2 by applying an AC voltage equivalent to half the required voltage value (AC50V) to each of AC inverters 221A and 221B.

[0147] When discharge begins in S112 or S122 above Figure 14 The series of processes shown ends. The initial discharge ends when a predetermined discharge stop condition is met. When the predetermined discharge stop condition is met, the ECU 250 controls the AC inverters 221A and 221B to stop the discharge from the socket 210 to the discharge connector. As described above, the discharge stop condition is met when the connector is in an engaged or disengaged state during discharge. Furthermore, the discharge stop condition is met even when the SOC of the battery 230 is below a predetermined SOC value. However, this is not a limitation, and the discharge stop condition can be arbitrarily set.

[0148] As explained above, the power supply method involved in this embodiment includes: determining whether the operating mode of the power supply system is an independent operating mode (first operating mode) in which the vehicle 200 supplies AC power to the building 100 or a common operating mode (second operating mode) in which the power system PG supplies AC power to the building 100 (S103); determining whether a discharge assembly 500 is connected to the socket 210 provided by the vehicle 200 (S102 and S104); and when the discharge assembly 500 is connected to the socket 210 and the operating mode of the power supply system is the first operating mode ("yes" in both S102 and S103 and "200V" in S104), supplying power from the vehicle 200 to the discharge assembly 500, and supplying single-phase AC power from the discharge assembly 500 to the building 100 via a single-phase 3-wire wiring L10 (S112). According to this power supply method, a discharge assembly 500 connected to the socket 210 of the vehicle 200 can supply various AC power with different voltages to the building 100.

[0149] In the above embodiment, the switching device 112 is operated by the user. However, it is not limited to this; the switching device 112 may also switch power paths independently of user instructions, based on its own judgment. For example, the switching device 112 may be configured to maintain the second power path (i.e., the power path transmitting power from the power system PG to the substation 110) in a connected state while power is being supplied from the power system PG to the substation 110, and disconnect the second power path to connect the first power path (i.e., the power path transmitting power from the discharge assembly 500 to the building 100) when power is not being supplied from the power system PG to the substation 110. Specifically, the switching device 112 may also include a control circuit and an actuator for switching power paths. Moreover, the following description can be performed by the control circuit of the switching device 112. Figure 15 The process shown controls the actuator.

[0150] Figure 15 This is a flowchart illustrating the process performed by the switching device 112 in a modified example. (Refer to...) Figure 15 In S201, the switching device 112 determines whether to supply power from the power system PG to the distribution panel 110. For example, it can also be done in... Figure 2 In the main trunk 111 or the single-phase 3-wire wiring L40A shown, a power sensor (e.g., a current sensor or a voltage sensor) is installed. Furthermore, the switching device 112 can also determine whether to supply power from the power system PG to the distribution panel 110 based on the output of the power sensor.

[0151] When power is supplied from the power system PG to the distribution panel 110 ("Yes" in S201), the switching device 112 connects the second power path in S202. Thus, power supplied from the power system PG to the building 100 (more specifically, single-phase 3-wire wiring L40A) is output from the switching device 112 to the first to third sockets To1 to To3 (…). Figure 3 On the other hand, if no power is supplied to the distribution panel 110 from the power system PG ("No" in S201), the switching device 112 connects the first power path in S203. Thus, power supplied from the vehicle 200 to the building 100 via the discharge assembly 500 and the single-phase 3-wire wiring L10 is output from the switching device 112 to the first to third sockets To1 to To3. Figure 3 The power path is switched by driving the actuator through the control circuit (S202 and S203). The switching device 112 can also be repeatedly executed at a predetermined cycle. Figure 15 The process shown monitors whether there is a power supply from the power system PG to the distribution panel 110.

[0152] The control chart used in the identification of discharge connectors is not limited to Figure 13 The potential diagram M2 is shown. For example, the ECU250 can also use a potential range other than 0.0 to 1.2V to detect the required voltage value of the discharge connector. More specifically, any one of the potential ranges of 1.639 to 2.553V, 2.944 to 4.301V, and 4.567 to 4.700V, which are not defined in the charging specification "IEC61851-1", can be assigned a connection range including a 100V range, a 200V range, and a discharge start range.

[0153] In the above embodiment, a single-phase 3-wire wiring (specifically, single-phase 3-wire wiring L10 and L70) is used to connect the first end P51 of the discharge assembly 500 to the second end P52 (see reference). Figure 7 ).exist Figure 7 In the discharge assembly 500 shown, there is no single-phase two-wire wiring between the first end P51 and the second end P52. However, it is not limited to this; the single-phase two-wire wiring can also be converted into single-phase three-wire wiring by a conversion device within the discharge assembly. Figure 16 It is shown Figure 7 A diagram showing a variation of the structure.

[0154] Reference Figure 16Vehicle 200B includes a socket 210B and an AC power supply 220B. The AC power supply 220B is configured to apply an AC voltage between AC1 and AC2 of the socket 210B. The AC power supply 220B is electrically connected to AC1 and AC2 of the socket 210B via voltage lines L61B and L62B. The GND of the socket 210B is grounded to the vehicle body (vehicle ground) of vehicle 200B via ground line L63B. The AC power supply 220B is configured to include an on-board battery (e.g., ...). Figure 2 The battery 230 shown is a power conversion circuit. The power conversion circuit of the AC power supply 220B can be configured as an on-board charger (e.g., capable of bidirectional power conversion). Figure 6 The charger 222 shown can also be a vehicle inverter (e.g., Figure 5 The AC inverter 221 shown is shown.

[0155] The discharge assembly 500B includes a conversion device 523B. The conversion device 523B is equivalent to an indoor circuit conversion device. The first end P51B of the discharge assembly 500B and the conversion device 523B are connected by a single-phase two-wire wiring (voltage lines L71B and L72B). The second end P52B of the conversion device 523B and the discharge assembly 500B are connected by a single-phase three-wire wiring (voltage lines L11, L12, and neutral line L13). The conversion device 523B is configured to convert the aforementioned single-phase two-wire wiring into the aforementioned single-phase three-wire wiring.

[0156] exist Figure 16 In the example shown, the converter 523B is an insulated transformer including a primary coil TL1, a secondary coil TL2a, and a secondary coil TL2b. The primary side (first end P51B side) of the converter 523B is connected to a single-phase two-wire wiring (voltage lines L71B and L72B). AC1 and AC2 of the first end P51B are connected to voltage lines L71B and L72B, respectively. GND of the first end P51B is connected to ground line L73B. The primary coil TL1 is connected between voltage lines L71B and L72B. The secondary side (second end P52B side) of the converter 523B is connected to a single-phase three-wire wiring L10 (voltage lines L11, L12, and neutral line L13). Furthermore, the single-phase three-wire wiring L10 is connected from the converter 523B to the switching device 112 via the second end P52B of the discharge assembly 500B. A secondary coil TL2a is connected between voltage line L11 and neutral line L13. A secondary coil TL2b is connected between voltage line L12 and neutral line L13. In the conversion device 523B, an AC voltage, for example equivalent to half the voltage applied from socket 210B to the primary coil TL1, is transmitted to each of the secondary coils TL2a and TL2b. Figure 16In the example shown, AC200V is applied to the primary coil TL1, and AC100V is applied to each of the secondary coils TL2a and TL2b.

[0157] The power supply system described in the above embodiments is configured to execute V2H in categories 2 and 4. However, it is not limited to this; the power supply system may also be configured to execute V2H in categories 2 and 3. Alternatively, the power supply system may be configured to execute only any one of categories 1 to 4.

[0158] Figure 17 It is shown Figure 2 A diagram showing a modified example of the circuit structure of the power supply system. (Refer to...) Figure 17 In the power supply system involved in this variant, the second discharge circuit is omitted, and only V2H of category 2 is executed.

[0159] In the above embodiment, the second end of the discharge assembly and the indoor distribution panel are connected using a single-phase 3-wire wiring. However, this is not a limitation; the second end of the discharge assembly and the indoor independent dedicated socket can also be directly connected using a single-phase 3-wire wiring. Alternatively, in independent operation mode, the vehicle can supply power to the independent dedicated socket via the discharge assembly.

[0160] The discharge connector unit can also function as a discharge component. Figure 18 It is shown Figure 1 A diagram showing a modified example of the discharge assembly. (Refer to...) Figure 18 In this modified example, the discharge connector 511C has a first end P51C and a second end P52C. The discharge connector 511C is built into... Figure 2 The EVPS box 520 shown has the same circuitry, functioning as a discharge component. However, it can also be omitted. Figure 2 This is part of the function shown and simplifies the circuit. The second end P52C of the discharge connector 511C and the building 100 (more specifically, the indoor distribution panel 110) are connected by a single-phase 3-wire wiring L10.

[0161] The structure of the discharge connector is not limited to Figure 1 The structure is shown. For example, the discharge start switch 511b can be omitted. The trigger for starting the discharge can be arbitrarily set. For example, the discharge can also start after a predetermined time has elapsed since the connector changed from the connected state to the connected state. Alternatively, the discharge can also start when the user operates the switch set in the vehicle.

[0162] In the above embodiment, an example of outputting AC100V / AC200V using single-phase 3-wire wiring is shown, but the output voltage using single-phase 3-wire wiring can be appropriately changed. For example, AC110V / AC220V, AC115V / AC230V, or AC120V / AC240V can also be output using single-phase 3-wire wiring.

[0163] In the above embodiments, discharge connectors with two voltages (100V / 200V) can be connected to the vehicle's connector, but the vehicle's connector can also be connected to discharge connectors with three or more voltages. Furthermore, in the above embodiments, AC power is output from the vehicle's connector to the discharge connector. However, this is not a limitation; DC power can also be supplied from the vehicle's connector to the discharge connector, with DC / AC conversion performed at the discharge connector. In the above embodiments and their variations, the vehicle is not limited to a BEV, but can also be other xEVs (e.g., PHEVs or FCEVs).

[0164] In the above embodiment, the power supply system is configured to operate in two modes (normal operating mode / independent operating mode). However, it is not limited to this; the power supply system may also be configured to operate in three or more modes. Furthermore, the building receiving power from the power supply system is not limited to residential buildings, but may also be a building other than a residential building (e.g., a factory, school, hospital, or commercial facility).

[0165] The various variations described above can be combined in any way to implement them.

[0166] Embodiments of the present invention have been described, but should be considered as illustrative in all respects and not restrictive. The scope of the invention is defined by the claims and is intended to include all modifications within the scope and equivalent to the claims.

Claims

1. A power supply system for supplying alternating current (AC) to a building, wherein, The power supply system includes a discharge assembly configured to connect to a discharge port provided by the vehicle. The discharge assembly includes: At the first end, power is input from the connected discharge port; and The second end outputs AC power. The second end of the discharge assembly is connected to the building using a single-phase 3-wire wiring. The single-phase 3-wire wiring includes a first voltage line, a second voltage line, and a neutral line. The vehicle is equipped with a charging and discharging device, which is configured to apply single-phase AC voltages between the first voltage line and the neutral line and between the second voltage line and the neutral line, respectively. The first end has a detection terminal that outputs a connector signal representing the required voltage value of the discharge component to the vehicle side. The connector signal is a potential signal that, in addition to representing the required voltage value, also represents the state of the discharge component and the discharge port. The discharge assembly also includes a detection circuit. This detection circuit, based on the required voltage value and the state of the discharge assembly and the discharge port, causes a change in the potential of the detection terminal on the vehicle side, and changes the potential of the detection terminal on the vehicle side to one of a predefined plurality of potential ranges. Each of the plurality of potential ranges specifies a connection state of the discharge assembly and a required voltage value. The vehicle determines the connection status of the discharge component and the required voltage value of the discharge component based on which potential range the potential of the detection terminal belongs to, and controls the charging and discharging device to output single-phase AC power corresponding to the determined required voltage value from the vehicle to the discharge component.

2. The power supply system according to claim 1, wherein, The power supply system also includes a switching device that connects one of a first power path that transmits power from the discharge assembly to the building and a second power path that transmits power from the power system to the building, and disconnects the other.

3. The power supply system according to claim 2, wherein, The building is equipped with a power distribution panel. The switching device maintains the second power path in a connected state while supplying power to the distribution panel from the power system, and disconnects the second power path and connects the first power path when not supplying power to the distribution panel from the power system.

4. The power supply system according to claim 2 or 3, wherein, The building is equipped with a first socket and a second socket from which single-phase AC power is input from the switching device. The first socket outputs single-phase AC power with a voltage of 95V or higher and 150V or lower. The second socket outputs single-phase AC power with a voltage of 190V or higher and 300V or lower.

5. The power supply system according to any one of claims 1 to 3, wherein, The discharge assembly also includes a conversion device for transforming single-phase 2-wire wiring into single-phase 3-wire wiring. The first end of the discharge assembly and the conversion device are connected by a single-phase two-wire wiring. The second end of the conversion device and the discharge component are connected by a single-phase 3-wire wiring.

6. The power supply system according to any one of claims 1 to 3, wherein, A single-phase 3-wire wiring is used to connect the first end of the discharge assembly to the second end.

7. The power supply system according to any one of claims 1 to 3, wherein, The discharge assembly is a discharge connector having the first end and the second end.

8. The power supply system according to any one of claims 1 to 3, wherein, The discharge assembly also includes: Discharge connector; The frame contains a circuit electrically connected to the discharge connector; and The cable connects the discharge connector and the frame. The discharge connector has the first end. The frame has the second end.

9. The power supply system according to claim 1, wherein, The vehicle determines, based on which of the plurality of potential ranges the potential of the detection terminal belongs to, whether the required voltage value of the discharge component is a first voltage value or a second voltage value that is higher than the first voltage value. When it is determined that the required voltage value is the second voltage value, the charging and discharging device is controlled to apply single-phase AC voltages between the first voltage line and the neutral line, and between the second voltage line and the neutral line, respectively, thereby supplying single-phase AC power corresponding to the second voltage value from the vehicle to the discharging assembly. When it is determined that the required voltage value is the first voltage value, the charging and discharging device is controlled to apply a single-phase AC voltage between the first voltage line and the second voltage line, thereby supplying single-phase AC power corresponding to the first voltage value from the vehicle to the discharging component.

10. A power supply method, comprising: The discharge assembly, connected to a discharge port of a vehicle, receives a connector signal. This connector signal is a potential signal indicating not only the required voltage value of the discharge assembly but also the state of the discharge assembly and the discharge port. The discharge assembly includes: a first end for receiving power from the connected discharge port; and a second end for outputting AC power. The second end of the discharge assembly is connected to a building using a single-phase three-wire wiring configuration. The discharge assembly also includes a detection circuit that, based on the required voltage value and the state of the discharge assembly and the discharge port, changes the potential of a detection terminal on the vehicle side to one of a predefined plurality of potential ranges. For each of the plurality of potential ranges, a connection state and a required voltage value for the discharge assembly are defined. Determine which of the following operating modes is used for the power supply system that supplies AC power to the building: a first operating mode where AC power is supplied to the building from a vehicle, and a second operating mode where AC power is supplied to the building from an electrical system. Based on the potential signal, determine whether a discharge component is connected to the discharge port of the vehicle; and When it is determined that the discharge component is connected to the discharge port and the power supply system is operating in the first operating mode, the required voltage value of the discharge component connected to the discharge port of the vehicle is determined based on the potential signal. Single-phase AC power corresponding to the determined required voltage value is supplied from the vehicle to the discharge component, and single-phase AC power is supplied from the discharge component to the building via a single-phase 3-wire cabling, wherein the single-phase 3-wire cabling includes a first voltage line, a second voltage line, and a neutral line. The single-phase AC power supplied from the charging and discharging device of the vehicle is applied between the first voltage line and the neutral line and between the second voltage line and the neutral line.

11. The power supply method according to claim 10, wherein, Based on the potential signal, determine whether the required voltage value of the discharge component connected to the discharge port of the vehicle is a first voltage value or a second voltage value that is higher than the first voltage value. When it is determined that the required voltage value is the second voltage value, the charging and discharging device is controlled to apply single-phase AC voltages between the first voltage line and the neutral line, and between the second voltage line and the neutral line, respectively, thereby supplying single-phase AC power corresponding to the second voltage value from the vehicle to the discharging assembly. When it is determined that the required voltage value is the first voltage value, the charging and discharging device is controlled to apply a single-phase AC voltage between the first voltage line and the second voltage line, thereby supplying single-phase AC power corresponding to the first voltage value from the vehicle to the discharging component.

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