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

Abstract

The present disclosure relates to a vehicle control device, a vehicle, a power supply system, a discharge connector, and a power supply method. An ECU (19) controls a vehicle (1) configured to be able to discharge to the outside via a discharge connector (2). The vehicle (1) includes: an on-vehicle inverter (16) configured to be able to adjust the voltage of AC power; and a vehicle inlet (17) that discharges AC power output from a power conversion device to the discharge connector (2) in a case where the discharge connector (2) is connected. The vehicle inlet (17) has a CP terminal (214) that transmits a CPLT signal when charged from the outside. The ECU (19) has a processor (191). The processor (191) determines the voltage of AC power output from the on-vehicle inverter (16) based on the voltage of the CP terminal (214).

Description

Technical Field

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

[0002] Vehicles capable of supplying electricity to external systems are known. The supply of electricity from a vehicle to electrical equipment is also known as V2L (Vehicle to Load). Various technologies related to V2L have been proposed.

[0003] For example, Japanese Patent No. 5123419 discloses a connector for connecting electrical equipment that receives power to a vehicle. Summary of the Invention

[0004] In order to utilize a wide variety of electrical equipment, there is a need to supply power at the appropriate voltage corresponding to the operating voltage of the electrical equipment. In particular, it is desirable to be able to supply power at the appropriate voltage using the simplest possible structure.

[0005] This disclosure was made to solve the above-mentioned problems, and the purpose of this disclosure is to supply power at an appropriate voltage with a simple structure.

[0006] (1) A vehicle control device according to one aspect of this disclosure controls a vehicle configured to discharge to the outside via a discharge connector. The vehicle includes: a power conversion device configured to adjust the voltage of the power; and a connection portion that, when connected to the discharge connector, discharges power output from the power conversion device to the discharge connector. The connection portion has a CP terminal for transmitting control guidance signals when charging from the outside. The vehicle control device includes a processor. The processor determines the voltage of the power output from the power conversion device based on the voltage of the CP terminal.

[0007] (2) When the voltage at the CP terminal is lower than the predetermined voltage, the processor determines the voltage of the power output from the power conversion device as the first voltage. On the other hand, when the voltage at the CP terminal is higher than the predetermined voltage, the processor determines the voltage of the power output from the power conversion device as the second voltage, which is different from the first voltage.

[0008] (3) When the voltage at the CP terminal is an open circuit voltage, the processor determines the voltage of the power output from the power conversion device as the first voltage. On the other hand, when the voltage at the CP terminal is a voltage different from the open circuit voltage, the processor determines the voltage of the power output from the power conversion device as a second voltage different from the first voltage.

[0009] (4) The connection part also has a CS terminal for transmitting proximity detection signals. When the voltage of the CP terminal depends on the voltage of the CS terminal, the processor determines the voltage of the power output from the power conversion device as the second voltage.

[0010] (5) When the voltage of the CP terminal is equal to the voltage of the CS terminal, the processor determines the voltage of the power output from the power conversion device as the second voltage.

[0011] (6) Another embodiment of the present disclosure has a vehicle equipped with the above-mentioned vehicle control device.

[0012] (7) Another embodiment of the power supply system disclosed herein has the aforementioned vehicle and discharge connector.

[0013] (8) In another embodiment of this disclosure, the discharge connector is configured to connect to a connection portion provided in a vehicle. The discharge connector includes a CS terminal for transmitting proximity detection signals and a signal terminal. The signal terminal is configured to connect to the CP terminal of the vehicle, which transmits control guidance signals, when the vehicle is being charged from an external source, and is also electrically connected to the CS terminal.

[0014] (9) The discharge connector also includes: a discharge start switch, which accepts user operation to start discharge from the connection part; and a switch that electrically connects the CP terminal and the CS terminal when the discharge start switch is turned on.

[0015] (10) Another aspect of the power supply method disclosed herein involves supplying power from a vehicle to an external source via a discharge connector. The vehicle includes a connection portion connected to the discharge connector, configured to adjust the voltage of the power discharged from the connection portion. The connection portion has a CP terminal for transmitting control guidance signals when charging from an external source. The power supply method includes the steps of: acquiring the voltage of the CP terminal; and switching the voltage of the power output from the connection portion based on the voltage of the CP terminal.

[0016] The above and other objects, features, aspects and advantages of the present invention will become clear from the following detailed description relating to the invention, which is understood in conjunction with the accompanying drawings. Attached Figure Description

[0017] Figure 1 This is a diagram that roughly represents the overall structure of the power supply system of this embodiment.

[0018] Figure 2 This is a diagram showing a structural example of vehicle 1, the discharge connector, and electrical equipment.

[0019] Figure 3 This diagram shows an example of a terminal located on the plug of a discharge connector.

[0020] Figure 4It is a diagram used to illustrate the voltage range of proximity detection signals as defined in the international standard specification (IEC 61851-1).

[0021] Figure 5 This is a timing diagram illustrating an example of typical CPLT signal control during charging.

[0022] Figure 6 This is a circuit block diagram illustrating an example of the structure of the AC100V discharge connector in this embodiment.

[0023] Figure 7 This is a circuit block diagram illustrating an example of the structure of the AC200V discharge connector in this embodiment.

[0024] Figure 8 This is a timing diagram showing the time variation of the proximity detection signal and the CPLT signal when using the AC100V discharge connector in this embodiment.

[0025] Figure 9 This is a timing diagram showing the time variation of the proximity detection signal and the CPLT signal when using the AC200V discharge connector in this embodiment.

[0026] Figure 10 This is a flowchart illustrating the processes performed by the ECU in this embodiment.

[0027] Figure 11 This is a circuit block diagram illustrating an example of the structure of a discharge connector for AC200V in a modified embodiment.

[0028] Figure 12 This is a timing diagram showing the time variation of the proximity detection signal and the CPLT signal when using the AC200V discharge connector in a modified embodiment. Detailed Implementation

[0029] Hereinafter, embodiments of the present disclosure will be described in detail with reference to the accompanying drawings. It should be noted that the same or equivalent parts in the drawings are labeled with the same reference numerals, and their descriptions will not be repeated.

[0030] [This implementation method]

[0031] <System Structure>

[0032] Figure 1 This is a diagram that schematically illustrates the overall structure of the power supply system of this embodiment. The power supply system 10 includes a vehicle 1, a discharge connector 2, electrical equipment 3, and a server 9.

[0033] Vehicle 1 is a vehicle capable of V2L (Vehicle-to-Land) operation. In this embodiment, vehicle 1 is configured to discharge alternating current (AC) electricity to electrical equipment 3. More specifically, vehicle 1 is an electric vehicle (BEV), a plug-in hybrid electric vehicle (PHEV), a fuel cell electric vehicle (FCEV), etc.

[0034] The discharge connector 2, also known as the VPC (Vehicle Power Connector), connects to the vehicle access port 17 of the vehicle 1. Discharge power from the vehicle 1 is supplied to the device body 32 via the discharge connector 2 and the power cable 31 of the electrical device 3. For a detailed description of the structure of the discharge connector 2 in this embodiment, please refer to... Figure 2 , Figure 3 , Figure 6 , Figure 7 Please provide an explanation.

[0035] In this example, electrical device 3 operates by consuming AC power. The type of electrical device 3 is not particularly limited. Electrical device 3 is not limited to household electrical equipment (civilian appliances), but can be industrial electrical equipment (heavy electrical equipment). In this example, the operating voltage of electrical device 3 is AC100V (equivalent to the "first voltage" of this disclosure) or AC200V (equivalent to the "second voltage" of this disclosure). The operating voltage of electrical device 3 may vary depending on the sales region, etc. For example, the operating voltage of electrical device 3 may also be AC120V or AC240V. Furthermore, electrical device 3 can also be a device that operates by consuming direct current (DC) power.

[0036] Server 9 includes a processor 91 such as a CPU (Central Processing Unit), a memory 92 such as ROM (Read-Only Memory) and RAM (Random Access Memory), and a communication device 93. The processor 91 is configured to perform computational processing related to the discharge control from vehicle 1 to electrical equipment 3. The memory 92 stores programs that can be executed by the processor 91. Server 9 is configured to conduct bidirectional wireless communication with vehicle 1 using the communication device 93. Server 9 can control the discharge operation of vehicle 1 by sending commands to vehicle 1.

[0037] Figure 2 This is a diagram illustrating a structural example of vehicle 1, discharge connector 2, and electrical equipment 3. In this example, vehicle 1 is an electric vehicle and includes an electric generator 11, a PCU (Power Control Unit) 12, an on-board battery 13, a system main relay (SMR) 14, a discharge relay 15, an on-board inverter 16, a vehicle interface 17, a communication module 18, and an ECU (Electronic Control Unit) 19.

[0038] The electric generator 11 is, for example, a three-phase AC rotary motor. The electric generator 11 uses AC power discharged from the vehicle battery 13 to rotate the drive shaft. Additionally, the electric generator 11 can also generate electricity through regenerative braking. The AC power generated by the electric generator 11 is converted into DC (Direct Current) power by the PCU 12 to charge the vehicle battery 13.

[0039] PCU12 is electrically connected to electric generator 11. PCU12 includes a converter and inverter (not shown). PCU12 performs bidirectional power conversion between on-board battery 13 and electric generator 11 according to instructions from ECU19.

[0040] The vehicle battery 13 is electrically connected to the SMR 14. The vehicle battery 13 is a battery pack comprising multiple battery cells (not shown). Each battery cell is typically a secondary battery such as a lithium-ion battery or a nickel-metal hydride battery. The vehicle battery 13 stores power supplied from an external charger (not shown) or power generated by an electric generator 11. Furthermore, when the vehicle 1 is in motion, the vehicle battery 13 supplies DC power used to generate the driving force of the vehicle 1 to the electric generator 11. Additionally, when the vehicle 1 is parked, the vehicle battery 13 supplies DC power used for AC / DC conversion to the vehicle inverter 16. It should be noted that a capacitor such as a double-layer capacitor may be used instead of the vehicle battery 13.

[0041] One end of SMR14 is electrically connected to the vehicle battery 13. The other end of SMR14 is electrically connected to the power line connecting PCU12 and discharge relay 15. SMR14 is closed / opened according to commands from ECU19.

[0042] The discharge relay 15 is electrically connected between the PCU 12 and the vehicle inverter 16. Like the SMR 14, the discharge relay 15 is closed / opened according to commands from the ECU 19. When both the SMR 14 and the discharge relay 15 are closed, DC power can be supplied from the vehicle battery 13 to the vehicle inverter 16.

[0043] The vehicle inverter 16 is electrically connected between the discharge relay 15 and the vehicle input 17. In this example, the vehicle inverter 16 is a bidirectional charger configured to convert AC power to DC power and vice versa. Alternatively, the vehicle inverter 16 may include both a unidirectional charger that converts AC power to DC power and an AC inverter that converts DC power to AC power (neither shown).

[0044] In this embodiment, the vehicle inverter 16 is configured to adjust the voltage of the AC power according to instructions from the ECU 19. More specifically, the vehicle inverter 16 is configured to output 100V AC power (more specifically, single-phase 3-wire 100V AC power) or output 200V AC power (more specifically, single-phase 3-wire 200V AC power). The vehicle inverter 16 is an example of the "power conversion device" of this disclosure. The power supplied from the vehicle 1 can also be DC power. In this case, the "power conversion device" of this disclosure can also be a DC / DC converter.

[0045] Vehicle access point 17 is electrically connected to vehicle inverter 16. Vehicle access point 17 is configured to accept a charging connector (not shown) extending from a charging cable of an external charger, and is also configured to accept a discharge connector 2. When discharge connector 2 is inserted into vehicle access point 17, vehicle access point 17 is configured to not only output discharge power to discharge connector 2, but also receive proximity detection signals (described later) from discharge connector 2.

[0046] It should be noted that when the vehicle inlet 17 is used for discharge, it is also considered to be referred to as the "outlet" instead of the "inlet," but in accordance with the international standard specification (IEC62196-2:2011) related to vehicle connectors, it is referred to as the "inlet." The vehicle inlet 17 is equivalent to the "connection part" of this disclosure.

[0047] Communication module 18 is configured to communicate with server 9 (see reference). Figure 1 The vehicle 1 uses a Digital Communication Module (DCM) for wireless communication. Vehicle 1 can send various data to server 9 or receive instructions from server 9 via communication based on the communication module 18.

[0048] ECU 19 includes a processor 191 such as a CPU, a memory 192 such as ROM and RAM, and input / output ports (not shown). ECU 19 controls on-board devices based on signals from various sensors to bring vehicle 1 to a desired state. In this embodiment, the main control performed by ECU 19 includes discharge control, which discharges from vehicle 1 to electrical equipment 3 via discharge connector 2. It should be noted that ECU 19 can also be configured as two or more ECUs for each function (e.g., a charge / discharge ECU for controlling the charging and discharging of vehicle 1, a battery ECU for managing the on-board battery 13, an MGECU for controlling the driving of vehicle 1, etc.).

[0049] The discharge connector 2 includes a plug (vehicle engagement part) 21, a socket 22, and a discharge connector circuit 23. The discharge connector circuit 23 includes a latch release button 24 and a discharge start switch 25.

[0050] The plug 21 is configured to be inserted into the vehicle access port 17. The plug 21 includes, for example, the five terminals described below.

[0051] Figure 3 This diagram shows an example of the terminals provided on the plug 21 of the discharge connector 2. The plug 21 includes an L1 terminal 211, an L2 terminal 212, a PE terminal 213, a CP terminal 214, and a CS terminal 215.

[0052] L1 terminals 211 and L2 terminals 212 are a pair of AC terminals for transmitting AC power. PE terminal 213 is a grounding terminal connected to the vehicle body ground of vehicle 1 when the discharge connector 2 is connected to the vehicle access port 17. CP terminal 214 is a signal terminal for transmitting control pilot (CPLT) signals during external charging. CP terminal 214 is equivalent to the "signal terminal" of this disclosure. CS terminal 215 is a terminal for transmitting proximity detection signals. Regarding proximity detection signals, in Figure 4 The details are explained in the text.

[0053] Back Figure 2 The socket 22 is configured as a power plug 311 into which electrical equipment 3 can be inserted. The discharge connector circuit 23 is a circuit used to generate CPLT signals and proximity detection signals.

[0054] The latch release button 24 accepts user operation to release the latch (fixed) between the discharge connector 2 (plug 21) and the vehicle access port 17. More specifically, when the user inserts the plug 21 into the vehicle access port 17, the vehicle access port 17 and the plug 21 are automatically latched by the latch mechanism. When the user operates the latch release button 24, the latch is released, and the plug 21 can be detached from the vehicle access port 17.

[0055] The discharge start switch 25 is used to initiate the discharge from the vehicle inlet 17 to the discharge connector 2. If the user operates the discharge start switch 25, the voltage of the proximity sensor signal changes (details will be described later). The ECU 19 detects this voltage change by sensing the user operation. Upon detecting two consecutive user operations on the discharge start switch 25, the ECU 19 initiates the discharge from the vehicle inlet 17 to the discharge connector 2.

[0056] <Proximity Sensing Detection Signal>

[0057] Figure 4 This diagram illustrates the voltage range of the proximity detection signal as defined in the international standard specification (IEC 61851-1). The connection status between the discharge connector 2 and the vehicle access port 17 is classified as connected, engaged, or disengaged. For example, in IEC 61851-1, the voltage range for the proximity detection signal is defined as representing the connected state, the engaged state, and the disengaged state.

[0058] The connection status refers to the discharge connector 2 (plug 21) being inserted into the vehicle inlet 17, and all terminals (refer to...) Figure 3 The connected state refers to the state where the discharge connector 2 is electrically connected to the vehicle access port 17, and the discharge connector 2 and the vehicle access port 17 are latched. The engaged state refers to the state where the discharge connector 2 is inserted into the vehicle access port 17, and all terminals are electrically connected between the discharge connector 2 and the vehicle access port 17, but the discharge connector 2 and the vehicle access port 17 are not latched. The disengaged state refers to any state other than the connected state and the engaged state.

[0059] <Control Guidance Signals>

[0060] Figure 5 This is a timing diagram illustrating an example of typical CPLT signal control during charging. Although not shown in the diagram, the example described is the connection between the charging connector at the end of the charging cable, which supplies AC power from the charging device to vehicle 1, and the vehicle interface 17. The horizontal axis represents elapsed time. The vertical axis represents the voltage at the terminal transmitting the CPLT signal (CS terminal 215).

[0061] At initial time t0, the charging connector is not connected to vehicle access point 17. The CPLT signal voltage is V0. The CCID relay (Charging Circuit Interrupt Device) located in the charging cable is in a non-conducting state.

[0062] If the charging connector is connected to the vehicle access point 17 at time t1, the voltage of the CPLT signal drops from V0 to V1. Therefore, the controller within the charging cable detects that the charging connector is connected to the vehicle access point 17.

[0063] At time t2, the controller sets the upper limit voltage to V1 and controls the oscillation circuit within the charging cable to make the CPLT signal oscillate at a predetermined frequency and duty cycle. The ECU19 of vehicle 1 obtains the rated current of the charging cable by detecting the duty cycle of the CPLT signal.

[0064] More specifically, international standards (IEC 61851, etc.) specify a fixed value (1 kHz) for the CPLT signal frequency. The duty cycle for the CPLT signal is specified to be within a range of 10% to 96%. When the duty cycle is between 10% and 85%, the rated current is represented by multiplying the duty cycle d by 0.6 A. Conversely, when the duty cycle is between 85% and 96%, the rated current is represented by subtracting 64% from the duty cycle d and then multiplying by 2.5 A.

[0065] At time t3, if the predetermined processing (charging preparation) for the start of power supply is completed, ECU19 reduces the voltage of the CPLT signal from V1 to V2, setting the upper limit voltage of the oscillating CPLT signal to V2. Simultaneously, the controller switches the CCID relay from a non-conducting state to a conducting state. As a result, AC power can be supplied to vehicle 1 from the charging equipment.

[0066] <Identification of Discharge Connectors>

[0067] In order to utilize various electrical devices 3, there is a need to supply AC power from vehicle 1 at an appropriate voltage corresponding to the operating voltage of the electrical devices 3. It is desirable to achieve such an appropriate voltage power supply with the simplest possible structure.

[0068] Therefore, in this embodiment, the discharge connector 2 used in supplying power to the electrical device 3 is prepared according to the operating voltage of the electrical device 3. More specifically, a certain discharge connector 2A is used for supplying power to the electrical device 3 operating at AC 100V. Another discharge connector 2B is used for supplying power to the electrical device 3 operating at AC 200V. The ECU 19 identifies which of the discharge connectors 2A and 2B is connected to the vehicle interface 17 based on the voltage of the CPLT signal of the vehicle interface 17. Thus, the ECU 19 determines the voltage to be supplied to the electrical device 3, enabling the supply of AC power of the appropriate voltage to the electrical device 3.

[0069] Figure 6 This is a circuit block diagram illustrating an example of the structure of the AC100V discharge connector 2A in this embodiment. Figure 7 This is a circuit block diagram illustrating an example of the structure of the AC200V discharge connector 2B in this embodiment.

[0070] Reference Figure 6 The AC100V discharge connector 2A includes an AC100V socket 22A and a discharge connector circuit 23. The discharge connector circuit 23 includes a latch release button 24, a discharge start switch 25, and resistors R6, R7, and Re.

[0071] Resistor R7 is connected in parallel with resistor Re. Resistor R6 is connected in series with the parallel circuit of resistors R7 and Re. Latch release button 24 is connected in series with resistor Re. Discharge start switch 25 is connected in parallel with resistor Re. Discharge start switch 25 is, for example, a normally closed switch that is open when not in operation and short when in operation.

[0072] When the discharge connector 2A is connected to the vehicle access port 17, the voltage at the CS terminal 215 is pulled up by the 5V power supply of the vehicle access port 17 and the pull-up resistor R1. In this example, resistor R6 = 39Ω, resistor R7 = 430Ω, and resistor Re = 51Ω. By setting the resistor values ​​in this way, the proximity detection signal can be adjusted in the unengaged, engaged, and connected states. Figure 4 The voltage varies within the range shown.

[0073] On the other hand, CP terminal 214 is open, and other circuits are not electrically connected. The voltage level of CP terminal 214 (=CPLT signal) is in an indeterminate state (high impedance).

[0074] Reference Figure 7The AC200V output discharge connector 2B replaces the AC100V socket 22A and includes the AC200V socket 22B. In this example, the structure of the discharge connector circuit 23 is the same as that of the discharge connector circuit 23 in the AC100V discharge connector 2A.

[0075] Furthermore, in the discharge connector 2B, the CP terminal 214 and the CS terminal 215 are electrically connected. Therefore, the voltage level of the CP terminal 214 is equal to the voltage level of the CS terminal 215. That is, the CPLT signal changes in the same manner as the proximity detection signal.

[0076] Figure 8 This is a timing diagram showing the time variation of the proximity detection signal and the CPLT signal when using the AC100V discharge connector 2A in this embodiment. Figure 9 This is a timing diagram showing the time changes of the proximity detection signal and the CPLT signal when using the AC200V discharge connector 2B in this embodiment. The horizontal axis represents the elapsed time. The vertical axis, from top to bottom, represents whether there is user operation (on / off operation) on the discharge start switch 25, short circuit / open circuit of the discharge start switch 25, the voltage of the proximity detection signal, the voltage of the CPLT signal, and the voltage of the AC power output from the vehicle inverter 16.

[0077] Reference Figure 8 If the user inserts the AC100V discharge connector 2A into the vehicle inlet 17, the discharge connector 2A and the vehicle inlet 17 are automatically latched. At this time, the discharge connector 2A and the vehicle inlet 17 transition between an unengaged state, an engaged state, and a connected state. Simultaneously, the proximity detection signal changes to V1, V2, and V3. V1 in... Figure 4 The example values ​​are within the voltage range corresponding to the unclamped state (4.301V to 4.567V). V2 is the value within the voltage range corresponding to the clamped state (2.553V to 2.944V). V3 is the value within the voltage range corresponding to the connected state (1.359V to 1.639V).

[0078] Next, to initiate power supply from vehicle 1 to electrical equipment 3, the user activates the discharge start switch 25 twice consecutively. The two activations are required to prevent accidental operation. At this time, the normally closed discharge start switch 25 switches between short-circuit, open-circuit, short-circuit, and open-circuit states. Consequently, the proximity sensor signal changes to V3, V4, V3, V4. Upon detecting this voltage change in the proximity sensor signal, the ECU 19 controls the on-board inverter 16 to begin outputting AC 100V. During this period, the CPLT signal remains in an undefined state.

[0079] Reference Figure 9 If the user inserts the AC200V discharge connector 2B into the vehicle inlet 17, then... Figure 8 Similarly, the discharge connector 2B transitions between an unengaged state, an engaged state, and a connected state with the vehicle access point 17. Simultaneously, the proximity detection signal changes in the order of V1, V2, and V3.

[0080] Next, if the user activates the discharge start switch 25 twice consecutively, the contacts of the discharge start switch 25 will switch between short circuit, open circuit, short circuit, and open circuit, and the proximity detection signal will change to V3, V4, V3, V4. At this time, in the discharge connector 2B, the CPLT signal will also change to V3, V4, V3, V4, just like the proximity detection signal. Upon detecting such a voltage change, the ECU 19 will control the on-board inverter 16 to start outputting AC200V.

[0081] Figure 10 This is a flowchart illustrating the processes executed by ECU 19 in this embodiment. This flowchart is, for example, invoked and executed from the main program (not shown) when predetermined conditions are met. During the execution of this flowchart, both SMR 14 and discharge relay 15 are closed. Each step is implemented through software processing by ECU 19, but can also be implemented through hardware (electrical circuitry) configured within ECU 19. Hereinafter, each step will be abbreviated as S.

[0082] In S1, ECU19 determines whether two user operations on the discharge start switch 25 have been detected. More specifically, ECU19 determines whether the proximity sensor signal falls within the voltage range corresponding to the connection state (refer to...). Figure 4 If the operation to the discharge start switch 25 is not detected twice (NO in S1), ECU19 returns the processing to the main program.

[0083] If two user operations on the discharge start switch 25 are detected (YES in S1), ECU 19 determines whether the CPLT signal is equal to the proximity detection signal (S2). It should be noted that the CPLT signal being equal to the proximity detection signal means that the voltage difference between the CPLT signal and the proximity detection signal is within a predetermined value. The voltage of the proximity detection signal is an example of the "reference voltage" of this disclosure.

[0084] When the CPLT signal and the proximity sensor signal are equal (YES in S2), ECU19 controls the on-board inverter 16 to start outputting AC200V (S4). Conversely, when the CPLT signal and the proximity sensor signal are not equal (NO in S2), more specifically, in Figure 6In the example, when the CPLT signal is in an uncertain state and the voltage of the CP terminal 214 is an open circuit voltage (high impedance), the ECU 19 controls the vehicle inverter 16 (S3) to start outputting AC100V.

[0085] As described above, in this embodiment, the ECU 19 identifies the type of discharge connector 2 connected to the vehicle inlet 17 (whether the discharge connector 2 is AC 100V discharge connector 2A or AC 200V discharge connector 2B) based on the CPLT signal. More specifically, the ECU 19 compares the CPLT signal with the proximity detection signal. When the CPLT signal and the proximity detection signal are equal, the ECU 19 determines that the discharge connector 2B for AC 200V is connected to the vehicle inlet 17. When the CPLT signal is in an uncertain state (when the voltage at the CP terminal 214 is an open circuit voltage), the ECU 19 determines that the discharge connector 2A for AC 100V is connected to the vehicle inlet 17. This difference arises from a simple difference in the circuit structure, such as whether the CP terminal 214 and the CS terminal 215 are electrically connected. Thus, according to this embodiment, AC power of the appropriate voltage can be supplied with a simple structure.

[0086] It should be noted that ECU19 can also switch between starting to output AC100V and starting to output AC200V by comparing the voltage at CP terminal 214 with a "predetermined voltage". The predetermined voltage is determined as the voltage at CP terminal when the CPLT signal is in an indeterminate state (typically a low voltage near 0V) and the voltage when the CPLT signal is equal to the proximity detection signal (refer to...). Figure 4 The ECU19 can control the vehicle inverter 16 to start outputting AC100V when the voltage at the CP terminal 214 is lower than the predetermined voltage, and on the other hand, it can control the vehicle inverter 16 to start outputting AC200V when the voltage at the CP terminal 214 is higher than the predetermined voltage.

[0087] Furthermore, the aforementioned predetermined voltage can also be independent of the proximity sensor signal. A predetermined voltage corresponding to the voltage supplied from a voltage source other than the proximity sensor signal (e.g., a 3.3V voltage source, a 5V voltage source) can be determined. For example, when the CP terminal 214 is open in the AC 100V discharge connector 2A, and on the other hand, when a 5V voltage is applied to the CP terminal 214 in the AC 200V discharge connector, the predetermined voltage can be determined to be, for example, 4V. Then, the ECU 19 can switch the voltage of the AC power from the vehicle inverter 16 by determining whether the voltage at the CP terminal 214 is higher or lower than the predetermined voltage (4V).

[0088] [Variation Example]

[0089] Figure 11 This is a circuit block diagram illustrating an example of the structure of a discharge connector for AC200V in a modified embodiment. The discharge connector 2C, in addition to including the switch 26, is similar to the discharge connector 2B described in the embodiment (see [reference]). Figure 7 )different.

[0090] Switch 26 is electrically connected between CP terminal 214 and CS terminal 215. Switch 26 is configured to operate in conjunction with discharge start switch 25. That is, if the user turns on discharge start switch 25, switch 26 is also short-circuited along with discharge start switch 25. As a result, CP terminal 214 and CS terminal 215 become equipotential. On the other hand, when discharge start switch 25 is not turned on by the user, switch 26 is open.

[0091] Figure 12 This is a timing diagram showing the time variations of the proximity sensing signal and the CPLT signal in the case of using the AC200V discharge connector 2C in a modified example of the embodiment. (Refer to the embodiment...) Figure 9 In the previous example, the CPLT signal always changed to be equal to the proximity detection signal. In contrast, in this modified example, the CPLT signal is equal to the proximity detection signal only during the period when the discharge start switch 25 is turned on. During other periods, the CPLT signal is in an indeterminate state.

[0092] When the discharge start switch 25 is not activated, the circuits (pull-up circuit, etc.) from the discharge connector circuit 23 and the vehicle access point 17 side of the CP terminal 214 are electrically disconnected. Therefore, noise from these circuits can be suppressed from entering the CP terminal 214. As a result, malfunctions caused by false detection of the voltage at the CP terminal 214 during the period when the discharge start switch 25 is not activated can be prevented.

[0093] It should be noted that, in Figure 7 and Figure 11 In the circuit structure described, examples of direct connection or connection via switch 26 between CP terminal 214 and CS terminal 215 are illustrated. However, other circuitry may also be connected between CP terminal 214 and CS terminal 215. For example, components that convert voltage levels (such as voltage divider resistors) may also be connected between CP terminal 214 and CS terminal 215.

[0094] exist Figures 9-11The text describes how the ECU 19 of vehicle 1 identifies the type of discharge connector 2 based on the CPLT signal. However, the entity performing this identification is not limited to ECU 19; it could also be server 9, for example. Vehicle 1 sends the voltage of the proximity detection signal and the voltage of the CPLT signal to server 9. Server 9 identifies the type of discharge connector 2 by comparing the voltage of the CPLT signal with the voltage of the proximity detection signal and sends the identification result back to vehicle 1. Thus, server 9 can instruct ECU 19 which of AC100V or AC200V should be used to control the on-board inverter 16.

[0095] Furthermore, it is explained that AC power output from the vehicle inverter 16 begins upon detecting two user operations on the discharge start switch 25. However, the ECU 19 can also cause the vehicle inverter 16 to start outputting AC power based on detecting only one operation of the discharge start switch 25.

[0096] Furthermore, user operation of the discharge start switch 25 is not mandatory at the start of discharge. The discharge start switch 25 may also be omitted from the discharge connector 2. For example, AC power output from the vehicle inverter 16 may begin based on a comparison of the voltage of the CPLT signal and the voltage of the proximity detection signal at a predetermined time elapsed since the discharge connector 2 became connected to the vehicle inlet 17 (since the discharge connector 2 was latched to the vehicle inlet 17).

[0097] In embodiments 1 and 2, the structure of supplying AC power from vehicle 1 or EVPS4 is described as an example. However, the power supplied from vehicle 1 or EVPS4 is not limited to AC power, but may also be DC power.

[0098] The power supply technology disclosed herein is not limited to vehicles and can be applied to any energy storage and management system (ESMS). For example, the power supply technology disclosed herein can also be applied to portable battery-powered devices.

[0099] Embodiments of the present invention have been described, but should be considered as illustrative rather than restrictive in all respects. The scope of the invention is set forth in the claims and is intended to include all modifications equivalent to or within the scope of the claims.

Claims

1. A vehicle control device for controlling a vehicle configured to discharge to the outside via a discharge connector, wherein, The vehicles include: A power conversion device is configured to adjust the voltage of the power supply; and The connection part, when connected to the discharge connector, discharges power output from the power conversion device to the discharge connector. The connection part has a CP terminal for transmitting control guidance signals when charging from an external source. The vehicle control device includes a processor. The processor determines the voltage of the power output from the power conversion device based on the voltage at the CP terminal. When the voltage at the CP terminal is an open-circuit voltage, the processor determines the voltage of the power output from the power conversion device as the first voltage. On the other hand, When the voltage at the CP terminal is different from the open-circuit voltage, the processor determines the voltage of the power output from the power conversion device to be a second voltage, which is different from the first voltage.

2. The vehicle control device according to claim 1, wherein, When the voltage at the CP terminal is lower than a predetermined voltage, the processor determines the voltage of the power output from the power conversion device as the first voltage. On the other hand, If the voltage at the CP terminal is higher than the predetermined voltage, the processor determines the voltage of the power output from the power conversion device to a second voltage, which is different from the first voltage.

3. The vehicle control device according to claim 1, wherein, The connecting part also has a CS terminal for transmitting proximity detection signals. When the voltage of the CP terminal depends on the voltage of the CS terminal, the processor determines the voltage of the power output from the power conversion device as the second voltage.

4. The vehicle control device according to claim 3, wherein, When the voltage at the CP terminal is equal to the voltage at the CS terminal, the processor determines the voltage of the power output from the power conversion device as the second voltage.

5. A vehicle comprising the vehicle control device according to any one of claims 1 to 4.

6. A power supply system, comprising: The vehicle as claimed in claim 5; and The discharge connector.

7. A power supply method, wherein power is supplied from a vehicle to an external source via a discharge connector, wherein, The vehicle includes a connection portion that connects to the discharge connector, configured to adjust the voltage of the power discharged from the connection portion. The connection part has a CP terminal for transmitting control guidance signals when charging from an external source. The power supply method includes the following steps: Obtain the voltage at the CP terminal; and Based on the voltage of the CP terminal, the voltage of the power output from the connection part is switched. When the voltage at the CP terminal is an open-circuit voltage, the voltage of the power output from the connection is determined as the first voltage. On the other hand, When the voltage at the CP terminal is different from the open-circuit voltage, the voltage of the power output from the connection is determined to be a second voltage, which is different from the first voltage.

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