Power supply system

Abstract

The invention provides a power supply system. A reference voltage is applied to the PISW of the access port from the vehicle. When the discharge connector is connected to the access port, a reference voltage is applied to the PP terminal (PISW). The first detection circuit and the second detection circuit selectively form a PISW circuit (closed circuit) through a switch. Before the discharge connector is connected to the access port, the switch is at a position where a PISW circuit is formed by the first detection circuit. When the discharge connector is connected to the access port, a power supply (discharge) current is set on the basis of the PISW potential, and discharge is started from the vehicle. When the discharge is started, the PWM signal generator operates using the power of the voltage line as the power source, and transmits the PWM signal to the vehicle via the CP terminal (CPLT). The vehicle continues to be discharged by a supply current based on the PWM signal.

Description

Technical Field

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

[0002] Japanese Patent Application Publication No. 2013-38996 discloses information such as the use of CPLT (Control Pilot) signals to transmit and receive information between a vehicle and a charging device regarding the connection status of the charging cable, whether power can be supplied to the vehicle from an external power source, and the rated current. The CPLT signal is a PWM (Pulse Width Modulation) signal used in communication between the vehicle and the charging device.

[0003] Japanese Patent Application Publication No. 2015-122892 states that when supplying power (power supply) from an energy storage device mounted in a vehicle to an external load, the power supply mode is set using a potential signal (also known as a "proximity signal" or "PISW signal") of a terminal used for detecting the status of the discharge connector.

[0004] When supplying power from a vehicle to an external load, CPLT or PISW signals are used between the vehicle and the power supply equipment to exchange information such as the connection status of the discharge connector, the supply voltage, and the supply current. For example, the SAE (Society of Automotive Engineers) standard 2847 / 5 specifies power supply methods that use PISW and CPLT signals.

[0005] In the PISW signal, the supply voltage and supply current (maximum current) are set based on the PISW signal's potential. Because the PISW signal's potential is used, the types of voltage / current that can be set are limited; for example, there are three types.

[0006] In CPLT signals, the duty cycle and frequency of the PWM signal are used to set the supply voltage and current. Because of the use of the duty cycle, the types of voltage / current that can be set are flexible. The PWM signal generator (PWM signal generation circuit) that generates the CPLT signal is located in the power supply device. To set the supply voltage and current using the CPLT signal, the power supply device needs a power source (battery) to operate the PWM signal generator. In power supply devices without a power source (battery), the CPLT signal cannot be used to set the supply voltage and current when the discharge connector is connected. Therefore, in power supply devices without a power source (battery), the flexibility in setting the supply voltage and current is limited. Summary of the Invention

[0007] The purpose of this disclosure is to increase the freedom of setting the supply current in power supply equipment that does not have a power source.

[0008] The power supply system disclosed herein includes: a vehicle equipped with at least one of an energy storage device and a power generation device, and having a discharge port; a discharge assembly including a discharge connector capable of connecting to the discharge port; and a control device. The discharge assembly includes: a power line that transmits power supplied by at least one of the energy storage device and the power generation device to a load; and a PWM signal generator that uses the power supplied to the power line as a power source to generate a PWM signal. The control device controls the PWM signal generator to generate a PWM signal when power supply to the power line begins.

[0009] According to this structure, the discharge assembly supplies power to the load from at least one of a vehicle-mounted energy storage device and a power generation device. The discharge assembly includes a power line for transmitting power to the load. The discharge connector of the discharge assembly connects to the vehicle's discharge port. The discharge assembly includes a PWM signal generator for generating a PWM signal. The PWM signal generator uses the power supplied to the power line as its power source to generate a PWM signal. When the control device begins supplying power to the power line, it uses this power as its power source to generate a PWM signal via the PWM signal generator.

[0010] The PWM signal generator uses power supplied from at least one of the energy storage device and the power generation device to generate a PWM signal (equivalent to a CPLT signal). Therefore, in a discharge component (power supply device) without a power source, a PWM signal (CPLT signal) can be generated, which can increase the freedom of setting the supply current.

[0011] The control device can be located in the vehicle or in the discharge assembly. Alternatively, the control device can be located in both the vehicle and the discharge assembly, thus sharing their functions. Or, the control device located in the discharge assembly can operate using power supplied by at least one of the energy storage device and the power generation device, activating when power is supplied.

[0012] Alternatively, the discharge assembly may also include: a first terminal to which a reference voltage supplied by the vehicle is applied; and a first resistor circuit that forms a closed circuit including the first terminal when a discharge connector is connected to the discharge port. Furthermore, the control device may control the vehicle in a manner that initiates the supply of power to the power line based on the potential of the closed circuit formed by the first resistor circuit.

[0013] According to this structure, the discharge connector has a first terminal. When the discharge connector is connected to the discharge port, a reference voltage supplied by the vehicle is applied to the first terminal. The first resistive circuit of the discharge assembly forms a closed circuit including the first terminal. Furthermore, based on the potential of the closed circuit formed by the first resistive circuit, power is supplied to the power line.

[0014] If a discharge connector is connected to the discharge port, power supply begins based on the potential of the closed circuit formed by the first resistor circuit. The PWM signal generator uses the supplied power as its power source to generate a PWM signal (equivalent to a CPLT signal). Therefore, in a discharge component (power supply device) without a power source, power supply can begin and a PWM signal (CPLT signal) can be generated, thereby increasing the freedom of setting the supply current.

[0015] Alternatively, the discharge assembly may also include: a second terminal connected to a PWM signal generator; a second resistor circuit that, when a discharge connector is connected to the discharge port, forms a closed circuit including the first terminal; and a first switching mechanism that switches the first resistor circuit and the second resistor circuit in such a way that either the first resistor circuit or the second resistor circuit forms a closed circuit including the first terminal. Furthermore, the control device may control the first switching mechanism such that the second resistor circuit forms a closed circuit including the first terminal after power supply to the power line begins, and the PWM signal is transmitted to the vehicle via the second terminal.

[0016] According to this structure, after power supply to the power line begins, the first switching mechanism switches to a second resistor circuit that forms a closed circuit including the first terminal. This allows the potential of the closed circuit including the second resistor circuit to be used to detect the connection between the discharge port and the discharge connector. A PWM signal (CPLT signal) is sent to the vehicle via the second terminal, allowing the PWM signal to be used to set the power supply current supplied from the vehicle.

[0017] Alternatively, the discharge assembly may also include a second switching mechanism that switches the connection and disconnection between the PWM signal generator and the second terminal. Furthermore, before the discharge connector is connected to the discharge port, the control device may control the first switching mechanism to form a closed circuit including the first terminal by the first resistor circuit, and control the second switching mechanism to disconnect the connection between the PWM signal generator and the second terminal. Additionally, when power is supplied to the power line, the control device may control the first switching mechanism to form a closed circuit including the first terminal by the second resistor circuit, and control the second switching mechanism to connect the PWM signal generator to the second terminal.

[0018] According to this structure, before the discharge connector is connected to the discharge port, a closed circuit including the first terminal is formed through the first resistor circuit. If the discharge port is connected to the discharge connector, power supply begins based on the potential of the closed circuit formed by the first resistor circuit. If power supply to the power line begins, a closed circuit including the first terminal is formed through the second resistor circuit, and the first switching mechanism and the second switching mechanism are operated by connecting the PWM signal generator to the second terminal. Thus, after power supply to the power line begins, power supply (discharge) using a PWM signal (CPLT signal) can be realized.

[0019] Alternatively, both the first and second switching mechanisms can operate using power supplied to the power line. Furthermore, when no power is supplied, the first switching mechanism connects the first resistor circuit to the first terminal in such a way that the first resistor circuit forms a closed circuit including the first terminal, while the second switching mechanism disconnects the PWM signal generator from the second terminal.

[0020] According to this structure, even if the discharge component does not have a power source, a closed circuit including the first terminal can be formed by the first resistor circuit before the discharge connector is connected to the discharge port, thereby cutting off the connection between the PWM signal generator and the second terminal. Furthermore, after power is supplied to the power line, the first switching mechanism can be switched by using this power to form a closed circuit including the first terminal in the second resistor circuit, and the second switching mechanism can be switched to connect the PWM signal generator to the second terminal.

[0021] The above and other objects, features, aspects, and advantages of the invention will become clear from the following detailed description, which is understood in conjunction with the accompanying drawings. Attached Figure Description

[0022] Figure 1 This is a general overall structural diagram of the power supply system involved in this embodiment.

[0023] Figure 2 It is a diagram showing the structure surrounding the charging and discharging device.

[0024] Figure 3 This is a diagram showing the appearance of the discharge connector.

[0025] Figure 4 It is a diagram showing the general circuit structure of the discharge connector and the interface.

[0026] Figure 5 It is a timing diagram representing the sequence of discharge start and discharge stop of the discharge connector.

[0027] Figure 6 This is a flowchart representing the processes performed by the ECU related to the start of discharge.

[0028] Figure 7 This is a diagram showing a schematic circuit structure of the discharge connector and the interface in the modified example.

[0029] Figure 8 This is a diagram showing a modified example of a discharge assembly (discharge connector). Detailed Implementation

[0030] Hereinafter, embodiments of the present disclosure will be described in detail with reference to the accompanying drawings. Furthermore, the same or equivalent parts in the drawings will be labeled with the same reference numerals and their descriptions will not be repeated. Hereinafter, the Electronic Control Unit (ECU) will be referred to as "ECU". Additionally, alternating current (AC) is sometimes referred to as "AC" and direct current (DC) as "DC".

[0031] Figure 1 This is a schematic overall structural diagram of the power supply system according to this embodiment. The power supply system according to this embodiment is applied to V2L (Vehicle to Load), which directly supplies power from a vehicle to electrical equipment. In V2L, power is supplied to electrical equipment by a power converter (e.g., an on-board inverter) for the vehicle. The on-board inverter is a device that converts the DC power from the vehicle battery used for driving into AC power and supplies AC power to electrical equipment.

[0032] Reference Figure 1 The power supply system S includes a discharge connector 100 and a vehicle 200, and is configured to supply power from the vehicle 200 to an electrical load (external load) 300 via the discharge connector 100. In this embodiment, the discharge connector 100 includes a first end P1 and a second end P2, and functions as a discharge assembly. The discharge assembly is a power supply device that supplies power from the vehicle 200 to the electrical load 300. The vehicle 200 can be any vehicle with discharge functionality, but in this embodiment, a BEV (Battery Electric Vehicle) without an engine (internal combustion engine) is used as the vehicle 200. However, the vehicle could also be a PHEV (Plug-in Hybrid Electric Vehicle) with an engine.

[0033] The electrical load 300 includes an electrical device 310 (device body) and a power cord 320 connected to the electrical device 310. The electrical device 310 is driven when it receives a predetermined supply of AC power via the power cord 320. The discharge connector 100 includes a socket To for the plug 321 of the power cord 320 to be connected.

[0034] Vehicle 200 includes an inlet 210 (vehicle inlet), a charging / discharging device 220, a battery 230, and an ECU 250. Inlet 210 and battery 230 respectively correspond to an example of the "discharge port" and "energy storage device" disclosed herein. Inlet 210 corresponds to a portion of the power supply system S fixed within vehicle 200. Battery 230 includes, for example, a secondary battery. The secondary battery can be a lithium-ion battery or a nickel-metal hydride battery. Battery 230 can also be a double-layer capacitor. Vehicle 200 is configured to operate using the electricity stored in battery 230. Vehicle 200 includes an electric motor that receives power from battery 230 and operates by the power generated by the electric motor.

[0035] The charging / discharging device 220 is configured to charge the battery 230. The charging / discharging device 220 is configured to convert AC power supplied from outside the vehicle to the interface 210 into DC power (AC / DC conversion) and output the DC power to the battery 230. Furthermore, the charging / discharging device 220 is also configured to discharge the power from the battery 230 to outside the vehicle. In this disclosure, the situation of discharging the power from the battery 230 to outside the vehicle is also referred to as "power supply". The charging / discharging device 220 is configured to convert DC power supplied from the battery 230 into AC power (DC / AC conversion) and output the AC power to the interface 210.

[0036] Figure 2 This diagram shows the structure surrounding the charging / discharging device 220. 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 exchanged between the inlet 210 and the battery 230, the ECU 250 closes the SMR 231 (connected state). 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)) based on the output of the BMS 232.

[0037] The access port 210 is disposed at the opening 211 provided in the vehicle body. A cover plate 212 is mounted to the vehicle body via a hinge 213. The access port 210 is used when the cover plate 212 is open. When the cover plate 212 is closed, it covers the opening 211 (including the access port 210), thereby preventing the use of the access port 210. In this embodiment, the access port 210 is an AC access port. When charging the battery 230 using the access port 210, AC power is input to the access port 210 from outside the vehicle.

[0038] ECU 250 is configured to 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. ECU 250 is an example of the "control device" disclosed herein. Various controls of vehicle 200 are performed by the processor 251 executing programs stored in storage device 253 within ECU 250. The number of processors in ECU 250 is arbitrary, and processors can be prepared for each predetermined control.

[0039] The charging / discharging device 220 includes an AC inverter 221 and a charger 222 connected in parallel between the input 210 and the battery 230. A discharge relay 223A is provided between the AC inverter 221 and the input 210. The discharge relay 223A is configured to switch the connection / disconnection of the discharge path from the AC inverter 221 to the input 210. The AC inverter 221 may also be composed of multiple inverters and insulating circuits (insulating transformers), converting DC power input from the battery 230 side into AC power of a predetermined frequency and outputting it to the input 210 side. The AC inverter 221 is an example of the "discharging device" of this disclosure.

[0040] A monitoring unit 224 is provided in the AC inverter 221. The monitoring unit 224 includes various sensors that detect the state of the AC inverter 221 (e.g., voltage, current, and temperature) and outputs the detection results to the ECU 250. The ECU 250 controls the AC inverter 221 based on the output of the monitoring unit 224. This adjusts the power output (supply power) from the AC inverter 221 to the input port 210. The ECU 250 can also be configured to monitor the current of the AC inverter 221 and perform current limiting for inverters where the current is about to exceed a specified allowable current value.

[0041] ECU250 can disconnect AC inverter 221 from input port 210 by turning discharge relay 223A to the off state. If discharge relay 223A is in the off state, discharge from AC inverter 221 to input port 210 is prohibited.

[0042] Charger 222 converts AC power input from input port 210 into DC power and outputs it to battery 230. A charging relay 223B is provided between charger 222 and battery 230 (nearer than SMR 231, closer to charger 222). Charging relay 223B is configured to switch the connection / disconnection of the charging path from charger 222 to battery 230. If charging relay 223B is in the off state, power supply from input port 210 to battery 230 via charger 222 is prohibited.

[0043] Figure 3 This is a diagram showing the appearance of the discharge connector 100. The discharge connector 100 has a first end P1 and a second end P2. The first end P1 and the second end P2 are located at both ends of the main body 110 of the discharge connector 100. The first end P1 is configured to connect to the inlet 210 of the vehicle 200. The second end P2 has a plug 321 for supplying power to the power cord 320 (see figure). Figure 1 The socket To (refer to) is connected Figure 1 The second end P2 of the discharge connector 100 has a cover 120 that can be opened and closed. When the cover 120 is opened (in the open state), the socket To provided at the second end P2 is exposed, and the plug 321 can be connected to the socket.

[0044] The first end P1 of the discharge connector 100 has a connector terminal on the end face F1. The end face F1 of the first end P1 of the discharge connector 100 is connected to the inlet 210 of the vehicle 200. Figure 2 The connecting surface (connection surface). The connector terminals located on end face F1 include L1 terminal, L2 terminal, PE terminal, PP terminal, and CP terminal.

[0045] Terminals L1 and L2 correspond to the two terminals from which AC power is input from vehicle 200. Terminal L1 is the HOT side terminal, and terminal L2 is the COLD side terminal. Hereinafter, terminal L1 will be referred to as "AC1," and terminal L2 as "AC2." The PE terminal corresponds to the ground terminal (hereinafter also referred to as "GND"). The PP terminal is used for proximity detection (hereinafter also referred to as "PISW") to detect the state (connected state / fitted state / unfitted state) between the discharge connector 100 and the access port 210. Hereinafter, the state between the discharge connector 100 and the access port 210 will also be referred to as the "connector state." The PP terminal outputs a potential signal (PISW signal) indicating the connector state to vehicle 200. Additionally, the potential of the PISW signal is sometimes referred to as the "PISW potential." The CP terminal corresponds to the terminal used for, for example, the CPLT signal defined in standard "IEC / TS 62763:2013" (hereinafter also referred to as "CPLT"). The CPLT signal is a PWM signal used in communication between the vehicle 200 and the discharge connector 100. The PP terminal corresponds to an example of the "first terminal" of this disclosure, and the CP terminal corresponds to an example of the "second terminal" of this disclosure.

[0046] Access point 210 ( Figure 1 The discharge connector 100 has terminals corresponding to the aforementioned terminals (L1, L2, PE, PP, CP) of the discharge connector 100. Hereinafter, to clarify the correspondence, the terminals of the access port 210 corresponding to the L1, L2, PE, PP, and CP terminals of the discharge connector 100 will be referred to as AC1, AC2, GND, PISW, and CPLT, respectively. When the discharge connector 100 is engaged with the access port 210, AC1, AC2, GND, PISW, and CPLT at the first end P1 of the discharge connector 100 contact AC1, AC2, GND, PISW, and CPLT of the access port 210, respectively. The PISW of the access port 210 is configured to transmit a potential signal (PISW potential) indicating information about the discharge component (discharge connector) connected to the access port 210 to the ECU 250. Figure 2 The discharge component information includes the required voltage value, upper limit current (maximum current), and type of socket provided by the discharge component. Thus, the ECU250 is configured to obtain the required voltage value of the discharge component connected to the input port 210, and the type of socket provided by the discharge component connected to the input port 210. The mating structure of the terminals of the discharge connector 100 with the input port 210 can also be based on, for example, Type 1 as specified in standard "SAE J1772 / IEC 62196-2".

[0047] The discharge connector 100 also includes a lock release button 111, a discharge start switch 112, and a latch 130.

[0048] The lock release button 111 has the function of releasing the lock of the discharge connector 100 relative to the inlet 210 or enabling the vehicle 200 (e.g., ECU 250) to detect the connector status (connected / engaged / unengaged). The latch 130 is configured to engage with the inlet 210 to secure (lock) the discharge connector 100 to the inlet 210. For example, the discharge connector 100 is locked by hooking the front end of the latch 130 into a recess formed in the inlet 210. The latch 130 is linked to the lock release button 111. If the user presses the lock release button 111, the lock is released.

[0049] If the user inserts the discharge connector 100 into the inlet 210 without pressing the lock release button 111, and the discharge connector 100 engages with the inlet 210, the discharge connector 100 and the inlet 210 are secured by the latch 130 while electrically connected. This connector state is the "connected state". In the connected state, the discharge connector 100 is inserted into the inlet 210, all terminals are electrically connected, and the discharge connector 100 is locked. If the user presses the lock release button 111 while in the connected state, the fixation based on the latch 130 is released. This connector state is the "engaged state". In the engaged state, the discharge connector 100 is inserted into the inlet 210, all terminals are electrically connected, but the discharge connector 100 is not locked. If the user removes the discharge connector 100 from the inlet 210 while 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.

[0050] The discharge start switch 112 has the function of enabling the vehicle 200 (e.g., ECU 250) to detect the start of discharge by changing the PISW signal (PISW potential). Details regarding the PISW signal will be described later.

[0051] Figure 4This is a diagram showing a schematic circuit structure of the discharge connector 100 and the input port 210. In the discharge connector 100, voltage lines L11, L12, and neutral line L13 are connected to AC1, AC2, and GND of the first end P1, respectively. Voltage lines L11 and L12 correspond to an example of the "power lines" of this disclosure. In the vehicle 200, voltage lines L21, L22, and neutral line L23 are connected to AC1, AC2, and GND of the input port 210, respectively. Voltage lines L21 and L22 transmit, for example, single-phase 120V AC current output from the AC inverter 221. Alternatively, voltage lines L21, L22, and neutral line L23 can be used to output single-phase three-wire 240V AC power output from the AC inverter 221.

[0052] The ECU 500, located at the discharge connector 100, includes a PWM signal generator 510. The ECU 500 and the PWM signal generator 510 operate using power supplied from an AC / DC converter 550. The AC / DC converter 550 is connected to voltage lines L11 and L12 via power lines L111 and L121. AC power supplied from the vehicle 200 (battery 230) to power lines L111 and L121 is converted to DC power by the AC / DC converter 550 and supplied to the ECU 500 and the PWM signal generator 510 via power line L50. This activates the ECU 500 and enables the PWM signal generator 510 to operate. The ECU 500 may also have the same structure as the ECU 250. The ECU 500 is an example of the "control device" of this disclosure.

[0053] In vehicle 200, a reference voltage is applied between the vehicle body (ground) and signal line L24, which is connected to PISW. Furthermore, the PISW signal (PISW potential) is input to ECU 250 via signal line L24. If discharge connector 100 (first end P1) is electrically connected to input port 210, the PP terminal of discharge connector 100 is supplied with the reference voltage from vehicle 200, and PISW and GND form a closed circuit (hereinafter also referred to as the "PISW circuit") by connecting via the circuit of discharge connector 100 (detection circuit 540A or detection circuit 540B described later). The PISW circuit is a closed circuit including the PP terminal of discharge connector 100. As a result, the potential of PISW changes. Even if discharge connector 100 has no power supply, a PISW signal is generated through the PISW circuit. ECU 250 can identify the connector status based on the PISW signal (PISW potential).

[0054] The discharge connector 100 includes detection circuits 540A and 540B, and switches S3A and S3B. Switch S3A is configured to switch the connection / disconnection between the ECU 500 (CPLT signal generator 510) and the CPLT. Switch S3B is configured to switch between detection circuits 540A and 540B. Switch S3B switches the detection circuit connected to the PISW circuit. Switches S3A and S3B are interconnected and operate together. Switch S3A corresponds to an example of the "second switching mechanism" of this disclosure. Switch S3B corresponds to an example of the "first switching mechanism" of this disclosure.

[0055] Before the discharge connector 100 is connected to the inlet 210 (before insertion into the inlet 210), switch S3A is in the position where the CPLT signal generator 510 is disconnected from the CPLT, and switch S3B is in the position where the detection circuit 540A is connected to the PISW. If the ECU 500 is started by power supplied from the vehicle 200 (battery 230) to the voltage lines L11 and L12, the ECU 500 can switch switches S3A and S3B. The operation (switching) of switches S3A and S3B is performed, for example, by power supplied from the AC / DC converter 550. By means of a control signal from the ECU 500, switch S3A connects the CPLT signal generator 510 to the CPLT, and switch S3B connects the detection circuit 540A to the PISW.

[0056] The PWM signal generator 510 is connected to the CP terminal (CPLT) of the discharge connector 100 via switch S3A and signal line L15. In vehicle 200, the CPLT is connected to ECU 250 via signal line L25. A CPLT circuit 600 is provided on signal line L25. The CPLT circuit 600 includes a switch controlled by ECU 250. ECU 250 can send the CPLT signal generated by CPLT circuit 600 to ECU 500. Through the electrical connection between ECU 500 and CPLT, data communication (CPLT) is possible between ECU 500 and ECU 250.

[0057] The detection circuit 540A includes resistors R1A, R2A, and R3A, and switches S1A and S2A. Signal line L14 branches from PISW via switch S3B and resistor R1A into two branch paths L141A and L142A. Branch paths L141A and L142A are connected to the neutral line L13. Resistor R2A is configured in branch path L141A, and resistor R3A and switch S1A are configured in branch path L142A. Resistor R2A and resistor R3A are connected in parallel. Resistor R3A and switch S1A are connected in series. Switch S2A is connected in parallel with respect to resistor R3A. Detection circuit 540A represents an example of the "first resistor circuit" of this disclosure.

[0058] The detection circuit 540B includes resistors R1B and R2B, and a switch S1B. Signal line L14 branches from PISW via switch S3B and resistor R1B into two branch paths L141B and L142B. Branch paths L141B and L142B are connected to the neutral line L13. Resistor R2B is located in branch path L141B, and switch S1B is located in branch path L142B. Detection circuit 540B represents an example of the "second resistor circuit" of this disclosure.

[0059] Switches S1A and S1B are respectively connected to the locking release button 111 of the discharge connector 100. Figure 3 Switches S1A and S1B are activated in a coordinated manner. Switches S1A and S1B are closed (conducting) when the lock release button 111 is not pressed, and open (disconnecting) when the lock release button 111 is pressed. Furthermore, switch S2A is activated in conjunction with the discharge start switch 112 of the discharge assembly 500. Figure 3 The switches S1A, S1B, and S2A are linked and open / closed. Switch S2A is closed (conducting) when the discharge start switch 112 is open, and open (disconnected) when the discharge start switch 112 is closed. In this embodiment, the discharge start switch 112 is closed while the user presses it; if the user releases the discharge start switch 112, it is open. When the user does not operate either the lock release button 111 or the discharge start switch 112, switches S1A, S1B, and S2A are all closed. Switches S1A, S1B, and S2A are equivalent to normally open switches.

[0060] In the detection circuit 540A, if switches S1A and S2A are in the open state, the resistance value (combined resistance) of the detection circuit 540A increases compared to when switches S1A and S2A are in the closed state. Consequently, the potential of PISW also increases. Based on the PISW signal (PISW potential), the ECU250 can distinguish the respective states of switches S1A and S2A (the respective states of the lock release button 111 and the discharge start switch 112).

[0061] In the detection circuit 540B, if switch S1B is in the open state, the resistance value (combined resistance) of the detection circuit 540B increases compared to when switch S1B is in the closed state, and the potential of PISW also increases accordingly. Based on the PISW signal (PISW potential), ECU250 can determine the state of switch S1B (the state of lock release button 111).

[0062] In the discharge connector 100, the lock release button 111 functions as a switch to stop the discharge from the vehicle 200, and the discharge start switch 112 functions as a switch to start the discharge from the vehicle 200. If the user performs a specified operation on the discharge start switch 112 when the connector is in the connected state, the vehicle 200 (ECU 250) recognizes the start of the discharge and begins discharging. In this embodiment, the discharge is started by the user turning on the discharge start switch 112 twice. If the lock release button 111 is pressed during the discharge, and the connector is in an engaged or disengaged state, the vehicle 200 (ECU 250) recognizes the stop of the discharge and stops discharging.

[0063] Figure 5 This is a timing diagram representing the sequence of discharge start and discharge stop of the discharge connector 100. Figure 5 The top part represents the PISW potential (PISW signal), the middle part represents the discharge output (AC output), and the bottom part represents the PWM signal. Before the discharge connector 100 is connected to the input port 210 (before insertion into the input port 210), switch S3A is in the position that disconnects the CPLT signal generator 510 from the CPLT, and switch S3B is in the position that connects the detection circuit 540A. In this state, if the user presses the lock release button 111 while inserting the discharge connector 100 into the input port 210, the connector state changes from an unfitted state to a fitted state. If the connector state becomes fitted, the discharge connector 100 is electrically connected to the input port 210, and PISW and GND are connected via the detection circuit 540A. Thus, a closed circuit (PISW circuit) including the PP terminal is formed through the detection circuit 540A, and the PISW potential decreases. Subsequently, if the user releases the lock release button 111, the connector state changes from a fitted state to a connected state, and the PISW potential decreases further.

[0064] The PISW potential D1 in the connected state can be appropriately set according to the values ​​of resistors R1A, R2A, and R3A. The PISW potential D1 is set based on at least one of the supply voltage or supply current (maximum current) required by the discharge connector 100. In this embodiment, the PISW potential D1 includes information on both the supply voltage and the supply current. The PISW potential D1 can also be set to, for example, three types: "120V: 12A", "120V: 24A", and "240V: 32A". The ECU 250 controls the AC inverter 221 based on the PISW potential D1 in a manner that ensures the discharge power (supply power) is the supply voltage and supply current required by the discharge connector 100 at the start of discharge.

[0065] If a predetermined time (e.g., 500ms) elapses after the connector has transitioned from the connected state to the connected state, the operation of the discharge start switch 112 becomes active. Furthermore, if the user turns the discharge start switch 112 to the ON state, the PISW potential rises. Subsequently, if the user returns the discharge start switch 112 to the OFF state, the PISW potential also returns. When the connector is in the connected state, for example, if the user operates the discharge start switch 112 in the sequence 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 112 by the ECU 250 becomes active if the voltage corresponding to the ON / OFF operation continues for a predetermined time (e.g., 50ms to 3000ms).

[0066] Discharge from vehicle 200 is performed by ECU 250. ECU 250 controls charging / discharging device 220 (AC / DC inverter 221) to output discharge power set according to PISW potential D1 from input 210 to discharge connector 100. Furthermore, during discharge, SMR 231 ( Figure 2 The circuit is controlled to be in a 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 a prescribed process (e.g., a pre-discharge check such as a wire breakage check) during the period Ts. During the period Ts, the SMR231 can also switch from an open state to a closed state.

[0067] If discharge begins from vehicle 200, the AC power supplied from vehicle 200 (battery 230) to voltage lines L11 and L12 is supplied to ECU 500 and PWM signal generator 510 via AC / DC converter 550. This activates ECU 500 and enables PWM signal generator 510 to operate. When ECU 500 is activated, it generates a PWM signal via PWM signal generator 510. The PWM signal contains at least information about the supply current (maximum current) required by discharge connector 100. For example, by setting the supply current according to the duty cycle of the PWM signal, the supply current can be set in more ways than with the PISW signal (potential D1) (PWM signals allow for more precise setting of the supply current than PISW signals).

[0068] If a PWM signal is generated by the PWM signal generator 510, the ECU 500 switches S3A to connect the PWM signal generator 510 to the CPLT and S3B to connect the detection circuit 540B to the PISW. This sends the PWM signal (CPLT signal) to the ECU 250. The ECU 250 detects the required supply current of the discharge connector 100 based on the PWM signal. Furthermore, if this supply current differs from the supply current set according to the PISW signal (potential D1), the ECU 250 controls the charging / discharging device 220 (AC / DC inverter 221) based on the supply current based on the PWM signal. Additionally, the PISW signal is switched to the PISW potential based on the detection circuit 540B.

[0069] With the detection circuit 540B connected to the PISW via the switch S3B (in the state where a closed circuit (PISW circuit) including the PP terminal is formed by the detection circuit 540B), if the lock release button 111 is pressed during discharge, the connector state changes from connected to engaged, and the potential of the PISW rises. If the connector state becomes engaged, the ECU 250 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 standard "IEC 61851-1".

[0070] Figure 6 This is a flowchart illustrating the processes related to the initiation of discharge executed by ECU250 and ECU500. This flowchart is executed when the discharge connector 100 is connected to the access point 210 during vehicle 200's stop (when the connector state is engaged). For example, the process can also begin when the connector state becomes engaged and the PISW potential decreases.

[0071] In step S10 (hereinafter referred to as "S"), the ECU 250 detects that the connector state has changed to a connected state based on the PISW signal (PISW potential) and acquires information on the supply voltage and supply current. During S10, no discharge is performed from the vehicle 200; therefore, switch S3A is in the position where the CPLT signal generator 510 is disconnected from the CPLT, and switch S3B is in the position where the detection circuit 540A is connected. Therefore, the PISW signal acquired in S10 is the PISW potential of the closed circuit formed by the detection circuit 540A.

[0072] In the next step S11, if the discharge start switch 112 is operated and a change in the PISW potential is detected, a positive determination is made, and the process proceeds to S12. In S12, the ECU 250 controls the charging and discharging device 220, etc., to discharge from the vehicle 200 (battery 230) based on the supply voltage and supply current set according to the PISW potential.

[0073] If the discharge begins from vehicle 200, in S20, the ECU 500 is started by the power supplied from vehicle 200 (battery 230) to voltage lines L11 and L12. If the ECU 500 is started, in S21, it is determined whether a PWM signal can be generated by the PWM signal generator 510. For example, if the voltage supplied to the PWM signal generator 510 is above the operating voltage, it is determined that a PWM signal can be generated, and the process proceeds to S22.

[0074] In step S22, a PWM signal is generated, and switches S3A and S3B are switched. Switch S3A is switched to the position where the CPLT signal generator 510 is connected to the CPLT. This sends the PWM signal (CPLT signal) to the ECU 250. Switch S3B is switched to connect the detection circuit 540B to the PISW. This forms a closed circuit (PISW circuit) including the PP terminal through the detection circuit 540B.

[0075] In S13, ECU250 determines whether it has received the CPLT signal. In S22, if switch S3A is switched to the position where the CPLT signal generator 510 is connected to the CPLT, ECU250 receives the CPLT signal, makes a positive determination, and proceeds to S14.

[0076] In S14, the ECU250 detects the power supply current required by the discharge connector 100 based on the CPLT signal (PWM signal), and controls the charging and discharging device 220 (AC / DC inverter 221) according to the power supply current based on the PWM signal to continue discharging from the vehicle 200.

[0077] According to this embodiment, the discharge connector 100 constituting the discharge assembly supplies power from the battery 230 mounted in the vehicle 200 to the electrical load 300. The discharge connector 100 includes voltage lines L11 and L12 for supplying power to the electrical load 300. The discharge connector 100 includes a PP terminal (PISW). When the discharge connector 100 is connected to the access port 210, a reference voltage supplied from the vehicle 200 is applied to the PP terminal (PISW). The detection circuit 540A of the discharge connector 100 forms a closed circuit including the PP terminal (PISW). The discharge connector 100 includes a PWM signal generator 510 for generating PWM signals. The PWM signal generator 510 uses the power supplied to the voltage lines L11 and L12 as a power source to generate PWM signals.

[0078] ECU250 initiates power supply based on the change in PISW potential within the closed circuit formed by detection circuit 540A. If ECU500 initiates power supply to the power line, it uses this power as a power source to generate a PWM signal via the PWM signal generator.

[0079] Power supply begins based on the change in the PISW potential (PISW signal) of the closed circuit formed by the detection circuit 540A. Furthermore, a PWM signal (CPLT signal) is generated using the supplied power as the power source. Therefore, in a discharge connector 100 (power supply device) that lacks a power source, a PWM signal (CPLT signal) can be generated, increasing the freedom in setting the supply current.

[0080] According to this embodiment, the discharge connector 100 includes: a detection circuit 540B that forms a closed circuit including a PP terminal (PISW) when the discharge connector 100 is connected to the inlet 210; and a CP terminal (CPLT) connected to a PWM signal generator 510. The detection circuit 540B is connected in parallel with the detection circuit 540A, and is switched by a switch S3B to make either the detection circuits 540A or 540B form a closed circuit including the PP terminal (PISW). When the discharge connector 100 is connected to the inlet 210, the PWM signal is sent to the vehicle 200 via the CP terminal (CPLT).

[0081] If the detection circuit 540B is switched to form a closed circuit including the PP terminal (PISW) by switching switch S3B, the connection between the inlet 210 and the discharge connector 100 can be detected by using the change in the PISW potential of the closed circuit including the detection circuit 540B. The PWM signal (CPLT signal) is sent to the vehicle 200 via the CP terminal (CPLT), and the power supply current supplied from the vehicle 200 can be set by using the PWM signal.

[0082] According to this embodiment, the discharge connector 100 includes a switch S3A that switches the connection / disconnection between the PWM signal generator 510 and the CP terminal (CPLT). Before the discharge connector 100 is connected to the access point 210, the switch S3B is in the position where the detection circuit 540A forms a closed circuit including the PP terminal (PISW), and the switch S3A is in the position where the connection between the PWM signal generator 510 and the CP terminal (CPLT) is disconnected. When the discharge connector 100 is connected to the access point 210, the ECU 250 starts supplying power to the voltage lines L11 and L12 based on the change in the PISW potential of the closed circuit formed by the detection circuit 540A. When the ECU 500 starts supplying power to the voltage lines L11 and L12, it switches the switch S3B in such a way that the detection circuit 540B forms a closed circuit including the PP terminal (PISW), and switches the switch S3A in such a way that the PWM signal generator is connected to the CP terminal (CPLT).

[0083] Before the discharge connector 100 is connected to the input port 210, a closed circuit including the PP terminal (PISW) is formed by the detection circuit 540A. If the discharge connector 100 is connected to the input port 210, power supply begins based on the change in the PISW potential of the closed circuit formed by the detection circuit 540A. If power supply begins to the voltage lines L11 and L12, switches S3B and S3A are switched in such a way that a closed circuit including the PP terminal (PISW) is formed by the detection circuit 540B and the PWM signal generator 510 is connected to the CP terminal (CPLT). Thus, after power supply to the voltage lines L11 and L12 begins, power supply (discharge) using the PWM signal (CPLT signal) can be performed.

[0084] According to this embodiment, switches S3B and S3A operate using the power supplied to voltage lines L11 and L12. When no power is supplied, switch S3B is in the position where the detection circuit 540A forms a closed circuit including the PP terminal (PISW), and switch S3A is in the position where the connection between the PWM signal generator and the CP terminal (CPLT) is disconnected when no power is supplied.

[0085] Even if the discharge connector 100 does not have a power source (battery), a closed circuit including the PP terminal (PISW) can be formed by the detection circuit 540A before the discharge connector 100 is connected to the inlet 210, which can disconnect the connection between the PWM signal generator 510 and the CP terminal (CPLT). Moreover, after power is supplied from the vehicle 200, when switches S3B and S3A are activated, switch S3B can be switched in such a way that the detection circuit 540B forms a closed circuit including the PP terminal (PISW), and switch S3A can be switched in such a way that the PWM signal generator 510 is connected to the CP terminal (CPLT).

[0086] In the above embodiment, the detection circuit 540B, switch S3A, and switch S3B can also be omitted. In this case, if the discharge connector 100 is connected to the access port 210, the PISW circuit is composed of the detection circuit 540A, and the PWM signal generator 510 is connected to the CP terminal (CPLT). Even in this case, the required supply voltage or supply current (maximum current) information of the discharge connector 100 can be obtained based on the PISW potential D1 when the connector state changes to the connected state, and discharge can start from the vehicle 200. If discharge starts from the vehicle 200, the ECU 500 is started by the power supplied from the vehicle 200, and the PWM signal (CPLT signal) generated by the PWM signal generator 510 can be sent to the ECU 250. Thus, even if the discharge connector 100 does not have a power source (battery), the ECU 250 can control the discharge based on the PWM signal (CPLT signal).

[0087] In the above embodiment, switch S3A can also be omitted, and when the discharge connector 100 is connected to the input port 210, the PWM signal generator 510 is connected to the CP terminal (CPLT). This structure achieves the same function as described above.

[0088] Figure 7 This is a diagram showing a schematic circuit structure of the discharge connector and the interface in a modified example. In the above embodiment, switch S3B is disposed between signal line L14 (PISW) and detection circuits 540A and 540B to switch between detection circuits 540A and 540B. In the modified example, as... Figure 7 As shown, switch S3B is positioned between neutral line L13 and detection circuits 540A and 540B. Thus, by switching switch S3B, PIWS and GND are selectively connected via detection circuits 540A and 540B, forming a closed circuit (PISW circuit). This variation achieves the same function as the embodiment described above.

[0089] In the above embodiments, the discharge connector unit functions as a discharge assembly. However, the discharge assembly does not necessarily have to consist solely of the discharge connector. Figure 8 This is a diagram showing a modified example of a discharge assembly (discharge connector).

[0090] Reference Figure 8 The discharge assembly 700 includes: a discharge connector 711, a housing 720 with built-in circuitry electrically connected to the discharge connector 711, and a cable 712 connecting the discharge connector 711 to the housing 720. The housing 720 corresponds to the main body of the EVPS (Electric Vehicle Power System). The EVPS is configured to control the charging and discharging of the vehicle. The housing 720 may also include a display, control panel, etc. The discharge assembly 700 comprises the EVPS and a charging / discharging cable assembly. The charging / discharging cable assembly is a cable assembly connecting the vehicle to the EVPS and includes a charging / discharging connector connected to the vehicle. Figure 8 In the example shown, the discharge connector 711 functions as a charge / discharge connector. Additionally, the cable 712 functions as a charge / discharge cable.

[0091] The discharge connector 711 is configured to connect to the access port 210 of the vehicle 200. The housing 720 includes a socket box 730. The socket box 730, for example, has multiple sockets To. In this variation, Figure 4 or Figure 7 The circuit shown (the circuit of the discharge connector 100) is located inside the discharge connector 711, the cable 712, and the housing 720.

[0092] In the discharge assembly 700 of this modified example, the discharge connector 711 is connected to the housing 720 via a cable 712, thus increasing the flexibility of the configuration associated with the socket To. Furthermore, a portion of the discharge circuit can be housed within the housing 720, making it easier to miniaturize the discharge connector 711.

[0093] Furthermore, in the above embodiment, the charging connector for charging the battery 230 can also be connected to the input port 210. The PISW potential when the discharge connector is connected to the input port 210 and the PISW potential when the charging connector is connected to the input port 210 are set to different potentials. Therefore, the ECU 250 can also determine the type of connector (discharge connector, charging connector) connected to the input port 210 based on the PISW potential.

[0094] In the above embodiment, the PWM signal generator 510, switch S3A, and switch S3B are controlled by the ECU 500 located in the discharge connector 100. However, the operation of the PWM signal generator 510, switch S3A, and switch S3B can also be controlled by the ECU 250 located in the vehicle 200. For example, a control pilot circuit including a PWM signal generator (transmitter), resistor, and voltage sensor is provided in the discharge connector 100. Furthermore, a drive circuit is configured to control switches S3A and S3B via a CPLT signal. After the ECU 250 starts discharging based on the PISW potential (PISW signal), it uses the CPLT signal to activate switches S3A and S3B. If switch S3A is activated, the control pilot circuit (PWM signal generator) is connected to the CPLT circuit 600. The ECU 250 lowers the potential of the CPLT signal input to the control pilot circuit. If the potential of the CPLT signal detected by the voltage sensor decreases, the control pilot circuit generates a PWM signal via the PWM signal generator. The PWM signal is input to the CPLT circuit 600 from the CP terminal. Additionally, the server, which can communicate with the vehicle 200, can perform the same function as the ECU 250.

[0095] In the above embodiment, a discharge assembly is used to supply power (discharge) from the battery 230 mounted on the vehicle 200 to the electrical load 300. However, a discharge assembly can also be used to supply power (discharge) from the power generation device mounted on the vehicle to an external load. For example, the vehicle can also be an FCEV (Fuel Cell Electric Vehicle) equipped with a hydrogen tank and a fuel cell.

[0096] The embodiments of the present invention have been described above, but it should be considered that all aspects of the embodiments disclosed herein are illustrative and not restrictive. The scope of the technology shown in this disclosure is defined by the claims and is intended to include all modifications within the meaning and scope of the claims.

Claims

1. A power supply system, wherein, have: A vehicle equipped with at least one of an energy storage device and a power generation device, and having a discharge port; A discharge assembly, comprising a discharge connector capable of being connected to the discharge port; as well as Control device, The discharge assembly includes: A power line that transmits power supplied by at least one of the energy storage device and the power generation device to the load; as well as A PWM signal generator uses the power supplied to the power line as its power source to generate a PWM signal. The control device controls the PWM signal generator in such a way that the PWM signal is generated when power is supplied to the power line.

2. The power supply system according to claim 1, wherein, The discharge assembly further includes: The first terminal is supplied with a reference voltage from the vehicle; and The first resistor circuit, when the discharge connector is connected to the discharge port, forms a closed circuit including the first terminal. The control device controls the vehicle by initiating the supply of power to the power line based on the potential of the closed circuit formed by the first resistor circuit.

3. The power supply system according to claim 2, wherein, The discharge assembly further includes: The second terminal is connected to the PWM signal generator; The second resistor circuit, when the discharge connector is connected to the discharge port, forms a closed circuit including the first terminal; and A first switching mechanism switches the first resistor circuit and the second resistor circuit in such a way that either the first resistor circuit or the second resistor circuit forms a closed circuit including the first terminal. The control device controls the first switching mechanism in such a way that the second resistor circuit forms a closed circuit including the first terminal after power is supplied to the power line. The PWM signal is sent to the vehicle via the second terminal.

4. The power supply system according to claim 3, wherein, The discharge assembly further includes a second switching mechanism, which switches the connection and disconnection between the PWM signal generator and the second terminal. The control device is located before the discharge connector is connected to the discharge port. The first switching mechanism is controlled in such a way that the first resistor circuit forms a closed circuit including the first terminal. The second switching mechanism is controlled by disconnecting the connection between the PWM signal generator and the second terminal. When the control device begins to supply power to the power line... The first switching mechanism is controlled such that the second resistor circuit forms a closed circuit including the first terminal. The second switching mechanism is controlled by connecting the PWM signal generator to the second terminal.

5. The power supply system according to claim 4, wherein, The first switching mechanism and the second switching mechanism operate using power supplied to the power line. When no power is supplied, the first switching mechanism connects the first resistor circuit to the first terminal in such a way that the first resistor circuit forms a closed circuit including the first terminal. When no power is supplied, the second switching mechanism disconnects the PWM signal generator from the second terminal.

6. The power supply system according to any one of claims 1 to 5, wherein, The control device is located on the discharge assembly.

7. The power supply system according to any one of claims 1 to 5, wherein, The control device is located in the vehicle.

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