Power supply control device and vehicle

Abstract

The system provides power to "power supply equipment that transmits information such as power supply voltage to vehicles using multiple signals" without generating overvoltage or other problems. [Solution] A vehicle equipped with a battery supplies power to the outside. An ECU installed in the vehicle sets the power supply voltage VP and maximum current MP based on the potential of the PISW signal. When the ECU receives a PWM signal (CPLT signal), it sets the power supply voltage VC and maximum current MC based on the PWM signal. When both the power supply voltage VP and the power supply voltage VC are set (determined as "both present" in S12), the lower of the power supply voltage VP and power supply voltage VC is set as the discharge voltage VO, and the current less than the maximum current MP is set as the discharge current MO (S14-18, S21). The ECU controls the AC inverter so that the discharge power from the vehicle becomes the discharge voltage VO and discharge current MO, and starts supplying power.

Description

Technical Field

[0005]

[0001] The present disclosure relates to a power supply control device and a vehicle.

Background Art

[0002] Japanese Patent Application Laid-Open No. 2015-12697 (Patent Document 1) discloses a technique for detecting the type of a connector connected to an inlet of an electric vehicle. In Patent Document 1, a signal (proximity detection signal) for detecting whether or not a connector is connected to an inlet is used to determine whether it is a charging connector or a discharging connector. Then, when it is determined that a discharging connector is connected, a signal (control pilot (CPLT) signal) conventionally used for charging control is used to determine whether it is a power extraction connector or an equipment connector. The proximity detection signal is also referred to as a PISW signal.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] When supplying power from a vehicle to an external load, information such as the connection state of a discharging connector, the power supply voltage, and the power supply current is exchanged between the vehicle and the power supply equipment using a CPLT signal or a PISW signal. For example, in the standard "SAE (Society of Automotive Engineers) 2847 / 5" of the Society of Automotive Engineers of the United States, a power supply method using a PISW signal and a CPLT signal is defined.

[0005] In a power supply system using PISW signals, for example, the potential of the PISW signal sets the power supply voltage and current (maximum current) required by the power supply equipment. The CPLT signal is a PWM (Pulse Width Modulation) signal used for communication between the vehicle and the power supply equipment. In a power supply system using CPLT signals, the duty cycle and frequency of the PWM are used to set the power supply voltage and current required by the power supply equipment.

[0006] Power supply equipment transmits information such as the power supply voltage required by the power supply equipment to the vehicle using either the PISW signal or the CPLT signal. However, if there is "power supply equipment that transmits information such as the power supply voltage to the vehicle using both the PISW signal and the CPLT signal," it is conceivable that the power supply voltage etc. transmitted by the PISW signal and the power supply voltage etc. transmitted by the CPLT signal may differ. This could result in overvoltage or overcurrent in the power supplied from the vehicle. For this reason, it is conceivable that power supply equipment that "transmits information such as the power supply voltage to the vehicle using multiple signals" may not be supplied.

[0007] The purpose of this disclosure is to supply power to a "power supply system that transmits information such as power supply voltage to a vehicle using multiple signals" without causing overvoltage or other problems. [Means for solving the problem]

[0008] The power supply control device of this disclosure is a power supply control device that supplies power to the outside from a vehicle equipped with at least one of a power storage device or a power generation device. When a discharge connector is connected to the discharge port of the vehicle and the power supply control device receives a first signal from the first terminal of the discharge port, it starts supplying power at a first power supply voltage based on the first signal. When a discharge connector is connected to the discharge port of the vehicle and the power supply control device receives a second signal from the second terminal of the discharge port, it starts supplying power at a second power supply voltage based on the second signal. When the power supply control device receives both the first signal and the second signal, it supplies power from the vehicle to the outside based on the lower of the first power supply voltage and the second power supply voltage.

[0009] In this configuration, when the power supply control device receives a first signal from the first terminal of the discharge port of the vehicle when a discharge connector is connected to the discharge port, it starts supplying power at a first power supply voltage based on the first signal. When the discharge connector is connected to the discharge port, and the power supply control device receives a second signal from the second terminal of the discharge port, it starts supplying power at a second power supply voltage based on the second signal. When both the first and second signals are received, the power supply control device supplies power from the vehicle to the outside based on the lower of the first and second power supply voltages. Therefore, even when both the first and second signals are received, the power supply control device supplies power at the lower voltage, so it can supply power to "power supply equipment that transmits information such as power supply voltage to the vehicle using multiple signals" without causing overvoltage. Note that when only the first signal is received, the power supply control device supplies power at the first power supply voltage.

[0010] Preferably, the first signal may include information about the first maximum current, and the second signal may include information about the second maximum current. When the power supply control device receives both the first and second signals, it may further supply power from the vehicle to the outside based on the smaller of the first and second maximum currents.

[0011] In this configuration, when both the first and second signals are received, that is, when it is a "power supply system that transmits information such as power supply voltage to the vehicle using multiple signals," the power supply control device supplies power from the vehicle to the outside based on the smaller of the first maximum current and the second maximum current. Therefore, it is possible to suppress the occurrence of overcurrent during power supply.

[0012] Preferably, the first terminal forms a closed circuit with a resistor circuit provided on the discharge connector side when the discharge connector is connected to the discharge port, the first signal is a potential signal from the resistor circuit, and the second signal may be a PWM signal emitted from the discharge connector side.

[0013] In this configuration, the first signal is a potential signal (PIISW signal) from a resistor circuit installed on the discharge connector side. The second signal is a PWM signal (CPLT signal) transmitted from the discharge connector side. Therefore, even if the power supply equipment is "power supply equipment that transmits information such as the power supply voltage to the vehicle using both the PISW signal and the CPLT signal," power can be supplied without causing overvoltage or other problems.

[0014] Preferably, when a discharge connector is connected to the discharge port, the potential of the first signal decreases, and the power supply control device may detect that the discharge connector is connected to the discharge port based on the potential of the first signal.

[0015] With this configuration, the connection between the discharge port and the discharge connector can be detected by the first signal. The vehicle of this disclosure is a vehicle equipped with at least one of a power storage device or a power generation device and a discharge port. The vehicle includes a discharge device provided between at least one of the power storage device or power generation device and the discharge port, and a control device for controlling the discharge device. When a discharge connector is connected to the discharge port, the control device sets a first power supply voltage based on a first signal provided via a first terminal of the discharge port if the first signal includes an instruction voltage, and when a discharge connector is connected to the discharge port, the control device sets a second power supply voltage based on a second signal received from a second terminal of the discharge port. When the first power supply voltage is set and the second power supply voltage is set, the control device controls the discharge device to start discharging based on the lower of the first power supply voltage and the second power supply voltage.

[0016] In this configuration, power from at least one of the energy storage device or the power generation device is supplied (discharged) to the outside of the vehicle by the discharge device. For example, if the discharge device is equipped with a power converter that converts the DC power of the energy storage device or power generation device into AC power, AC power can be supplied to the outside of the vehicle. The control device sets the first power supply voltage based on the first signal if the first signal given via the first terminal of the discharge port contains an instruction voltage, and sets the second power supply voltage based on the second signal if it receives a second signal from the second terminal of the discharge port. Then, when both the first and second power supply voltages are set, the discharge device discharges based on the lower of the first and second power supply voltages. Therefore, even when the first and second power supply voltages are set, the vehicle supplies power at the lower voltage, so it can supply power to the "power supply equipment that transmits information such as power supply voltage to the vehicle using multiple signals" without generating overvoltage.

[0017] Preferably, the first signal may include information about the first maximum current, and the second signal may include information about the second maximum current. When the first power supply voltage is set and the second power supply voltage is set, the control device controls the discharge device to start discharging based on the smaller of the first and second maximum currents.

[0018] In this configuration, when a first power supply voltage is set and a second power supply voltage is set, that is, when it is a "power supply equipment that transmits information such as power supply voltage to the vehicle using multiple signals," the control device discharges from the discharge device based on the smaller of the first maximum current and the second maximum current. Therefore, it is possible to suppress the occurrence of overcurrent.

[0019] Preferably, the discharge device may convert the DC power from the energy storage device or power generation device into AC power.

[0020] This configuration allows AC power to be supplied from the vehicle to the outside of the vehicle. [Effects of the Invention]

[0021] According to the present disclosure, power supply can be performed for a "power supply facility that transmits information such as a power supply voltage to a vehicle using a plurality of signals" without causing overvoltage or the like.

Brief Description of the Drawings

[0022] [Figure 1] It is a schematic overall configuration diagram of a power supply system according to the present embodiment. [Figure 2] It is a diagram showing the configuration around the charge / discharge device. [Figure 3] It is a diagram showing the appearance of the discharge connector. [Figure 4] It is a diagram showing a schematic circuit configuration of a discharge connector and an inlet of a power supply method using a PISW signal. [Figure 5] It is a time chart showing the sequence of discharge start and discharge stop of a discharge connector of a power supply method using a PISW signal. [Figure 6] It is a diagram showing a schematic circuit configuration of a discharge connector and an inlet of a power supply method using a CPLT signal. [Figure 7] It is a diagram showing a schematic circuit configuration of a third discharge connector and an inlet. [Figure 8] It is a flowchart showing an example of a discharge start process executed by an ECU. [Figure 9] It is a diagram showing a modification example of a discharge assembly (discharge connector).

Embodiments for Carrying Out the Invention

[0023] Hereinafter, embodiments of the present disclosure will be described in detail with reference to the drawings. In the figures, the same or corresponding parts are denoted by the same reference numerals and their description will not be repeated. Hereinafter, an electronic control unit will be referred to as an "ECU". Also, alternating current may be referred to as "AC" and direct current may be referred to as "DC".

[0024] Figure 1 is a schematic overall configuration diagram of the power supply system according to this embodiment. The power supply system S according to this embodiment is applied to V2L (Vehicle to Load), which directly supplies power from the vehicle to electrical equipment. In V2L, power is supplied to electrical equipment by a power converter (for example, an on-board inverter) mounted on the vehicle. An on-board inverter is a device that converts the DC power from the on-board battery used for driving into AC power and supplies AC power to electrical equipment.

[0025] Referring to 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 a power load (external load) 300 through 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 power load 300. Any vehicle equipped with a discharge function can be used as the vehicle 200, but in this embodiment, an electric vehicle (BEV) without an engine (internal combustion engine) is used as the vehicle 200. The vehicle may also be a PHEV (Plug-in Hybrid Electric Vehicle) equipped with an engine.

[0026] The power load 300 comprises 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 AC power supply through the power cord 320. The discharge connector 100 has an outlet To to which the plug 321 of the power cord 320 can be connected.

[0027] The vehicle 200 comprises an inlet 210 (vehicle inlet), a charge / discharge device 220, a battery 230, and an ECU 250. The inlet 210 and the battery 230 correspond to examples of the "discharge port" and "energy storage device" as described herein. The inlet 210 corresponds to the part of the power supply system S that is fixed inside the vehicle 200. The battery 230 includes, for example, a secondary battery. The secondary battery may be a lithium-ion battery or a nickel-metal hydride battery. The battery 230 may also be an electric double-layer capacitor. The vehicle 200 is configured to be able to run using the power stored in the battery 230. The vehicle 200 is equipped with an electric motor that receives power from the battery 230 and runs on the power generated by the electric motor.

[0028] The charge / discharge device 220 is configured to charge the battery 230. The charge / discharge device 220 is configured to convert the alternating current power supplied from outside the vehicle to the inlet 210 into direct current power (AC / DC conversion) and output the direct current power to the battery 230. The charge / discharge device 220 is also configured to discharge the power from the battery 230 to outside the vehicle. In this disclosure, discharging the power from the battery 230 to outside the vehicle is also referred to as "power supply". The charge / discharge device 220 is configured to convert the direct current power supplied from the battery 230 into alternating current power (DC / AC conversion) and output the alternating current power to the inlet 210.

[0029] Figure 2 shows the configuration around the charge / discharge device 220. An SMR (System Main Relay) 231 is provided between the charge / discharge device 220 and the battery 230. The SMR 231 is configured to switch between connecting and disconnecting the electrical circuit connecting the charge / discharge 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 (connects it). The battery 230 is equipped with a BMS (Battery Management System) 232. The BMS 232 includes various sensors to detect the state of the battery 230 and outputs the detection results to the ECU 250. Based on the output of the BMS 232, the ECU 250 can obtain the state of the battery 230 (for example, temperature, current, voltage, SOC (State of Charge), etc.).

[0030] The inlet 210 is located in an opening 211 provided in the vehicle body. The lid 212 is attached to the vehicle body via a hinge 213. The inlet 210 is used when the lid 212 is open. When the lid 212 is closed, the use of the inlet 210 is prohibited because the lid 212 covers the opening 211 (including the inlet 210). The inlet 210 in this embodiment is an AC inlet. When charging the battery 230 using the inlet 210, AC power is input to the inlet 210 from outside the vehicle.

[0031] The ECU250 is configured to control the charge / discharge device 220. The ECU250 may be a computer. The ECU250 includes a processor 251, RAM (Random Access Memory) 252, a storage device 253, and a timer 254. The ECU250 corresponds to an example of the "power supply control device" and "control device" according to this disclosure. Various controls in the vehicle 200 are performed by the processor 251 executing a program stored in the storage device 253 in the ECU250. The number of processors in the ECU250 is arbitrary, and a processor may be provided for each predetermined control.

[0032] The charging / discharging device 220 includes an AC inverter 221 and a charger 222 connected in parallel to each other between the inlet 210 and the battery 230. A discharge relay 223A is provided between the AC inverter 221 and the inlet 210. The discharge relay 223A is configured to switch between connecting and disconnecting the discharge path from the AC inverter 221 to the inlet 210. The AC inverter 221 may consist of, for example, multiple inverters and an isolation circuit (isolation transformer), and converts the DC power input from the battery 230 side into AC power of a predetermined frequency and outputs it to the inlet 210 side. The AC inverter 221 corresponds to an example of the “discharging device” of this disclosure.

[0033] The AC inverter 221 is equipped with a monitoring unit 224. 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 (supply power) output from the AC inverter 221 to the inlet 210. The AC power output from the AC inverter 221 is changed by the supply voltage required from the discharge connector 100 (discharge assembly), and may be, for example, single-phase 120V or single-phase three-wire 240V AC power. The ECU 250 may be configured to monitor the current of the AC inverter 221 and perform current limiting on inverters where the current is likely to exceed a predetermined allowable current value.

[0034] The ECU250 can disconnect the AC inverter 221 from the inlet 210 by tripping the discharge relay 223A. When the discharge relay 223A is tripped, discharge from the AC inverter 221 to the inlet 210 is prohibited.

[0035] The charger 222 converts the AC power input from the inlet 210 into DC power and outputs it to the battery 230. A charging relay 223B is provided between the charger 222 and the battery 230 (on the charger 222 side of the SMR 231). The charging relay 223B is configured to switch between connecting and disconnecting the charging path from the charger 222 to the battery 230. When the charging relay 223B is in the disconnected state, the supply of power from the inlet 210 to the battery 230 via the charger 222 is prohibited.

[0036] Figure 3 shows the external 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 be connectable to the inlet 210 of the vehicle 200. The second end P2 has an outlet To (see Figure 1) to which the plug 321 (see Figure 1) of the power cord 320 can be connected. The second end P2 of the discharge connector 100 has a cover 120 that is attached so as to be openable and closable. When the cover 120 is opened (set to the open state), the outlet To provided on the second end P2 is exposed, and the plug 321 can be connected to the outlet.

[0037] The first end P1 of the discharge connector 100 has connector terminals on its end face F1. The end face F1 of the first end P1 of the discharge connector 100 is the surface (connection surface) that connects to the inlet 210 (Figure 2) of the vehicle 200. The connector terminals provided on the end face F1 include terminals L1, L2, PE, PP, and CP.

[0038] Terminals L1 and L2 correspond to two terminals into 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 also be referred to as "AC1" and terminal L2 as "AC2". Terminal PE corresponds to the ground terminal (hereinafter also referred to as "GND"). Terminal PP is a terminal (hereinafter also referred to as "PISW") for detecting the state (connected state / mated state / unmated state) of the discharge connector 100 and inlet 210 (proximity detection). Hereinafter, the state of the discharge connector 100 and inlet 210 will also be referred to as the "connector state". Terminal PP outputs a potential signal (PISW signal) indicating the connector state to vehicle 200. The potential of the PISW signal may also be referred to as the "PISW potential". Terminal CP corresponds to a terminal (hereinafter also referred to as "CPLT") for the CPLT signal as defined in, for example, the standard "IEC / TS 62763:2013". The CPLT signal is a PWM signal used for communication between the vehicle 200 and the discharge connector 100. The PISW signal is an example of the “first signal” in this disclosure. The CPLT signal is an example of the “second signal” in this disclosure.

[0039] The inlet 210 has terminals corresponding to each of the above terminals (L1, L2, PE, PP, CP) of the discharge connector 100. Hereinafter, in order to clarify the correspondence between the two, the terminals of the inlet 210 corresponding to the L1, L2, PE, PP, and CP terminals of the discharge connector 100 will also be referred to as AC1, AC2, GND, PISW, and CPLT. The PISW terminal of the inlet 210 (corresponding to the PP terminal) corresponds to an example of the "first terminal" in this disclosure. The CPLT terminal of the inlet 210 (corresponding to the CP terminal) corresponds to an example of the "second terminal" in this disclosure.

[0040] When the discharge connector 100 and the inlet 210 are mated, AC1, AC2, GND, PISW, and CPLT provided on the first end P1 of the discharge connector 100 contact AC1, AC2, GND, PISW, and CPLT of the inlet 210, respectively. The PISW of the inlet 210 is configured to output a potential signal (PISW potential) indicating information about the discharge assembly (discharge connector) connected to the inlet 210 to the ECU 250 (Figure 2). The discharge assembly information includes the required voltage value, upper limit current (maximum current) of the discharge assembly, and the type of outlet provided by the discharge assembly. Thus, the ECU 250 is configured to acquire the required voltage value, etc., of the discharge assembly connected to the inlet 210, and the type of outlet provided by the discharge assembly connected to the inlet 210. The mating structure of the terminals of the discharge connector 100 and the inlet 210 may conform to Type 1 as defined in standard "SAEJ1772 / IEC62196-2", for example.

[0041] The discharge connector 100 further includes a latch release button 111, a discharge start switch 112, and a latch 130.

[0042] The latch release button 111 has the function of releasing the latch of the discharge connector 100 to the inlet 210, or allowing the vehicle 200 (e.g., ECU 250) to detect the connector status (connected / mated / unmated). The latch 130 is configured to engage with the inlet 210 and fix (latch) the discharge connector 100 to the inlet 210. For example, the discharge connector 100 is latched by the tip of the latch 130 catching on a recess formed in the inlet 210. The latch 130 is linked to the latch release button 111. When the latch release button 111 is pressed by the user, the latch is released.

[0043] When a user inserts the discharge connector 100 into the inlet 210 without pressing the latch release button 111 and mates the discharge connector 100 with the inlet 210, the discharge connector 100 and the inlet 210 are electrically connected and fixed by the latch 130. This connector state is the "connected state". In the connected state, the discharge connector 100 is inserted into the inlet 210, all terminals of both are electrically connected, and the discharge connector 100 is latched. When the user presses the latch release button 111 in the connected state, the fixing by the latch 130 is released. This connector state is the "mated state". In the mated state, the discharge connector 100 is inserted into the inlet 210, all terminals of both are electrically connected, but the discharge connector 100 is not latched. When the user pulls the discharge connector 100 out of the inlet 210 in the mated state, the connector state becomes the "unmated state". The unmated state is a state that is neither the connected state nor the mated state. When the connector is in a connected or mated state, the ECU250 prohibits the vehicle 200 from driving.

[0044] The discharge start switch 112 has the function of causing the vehicle 200 (for example, the ECU 250) to detect the start of discharge by changing the PISW signal (PISW potential). Details of the PISW signal will be described later.

[0045] Figure 4 shows a schematic circuit configuration of a discharge connector 100 and inlet 210 using a PISW signal power supply method. In Figure 4, the discharge connector 100 employs a power supply method using a PISW signal. 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. In the vehicle 200, voltage lines L21, L22, and neutral line L23 are connected to AC1, AC2, and GND of the inlet 210, respectively. Voltage lines L21 and L22 transmit AC power output from the AC inverter 221. The voltage of the AC power output from the AC inverter 221 is changed by the power supply voltage required from the discharge connector 100 (discharge assembly).

[0046] In vehicle 200, a reference voltage is applied between the vehicle body (ground) and signal line L24, and signal line L24 is connected to PISW. The PISW signal (PISW potential) is then input to ECU 250 via signal line L24. When the discharge connector 100 (first end P1) and the inlet 210 are electrically connected, the reference voltage supplied from vehicle 200 is applied to the PP terminal of the discharge connector 100. A closed circuit (hereinafter also referred to as the "first PISW circuit") is formed so that PISW and GND are connected via the detection circuit 540A of the discharge connector 100, the potential of PISW changes, and a PISW signal is generated. ECU 250 can determine the connector state based on the PISW signal (PISW potential).

[0047] In vehicle 200, the CP terminal (CPLT) is connected to the 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 the ECU 250. The discharge connector 100 does not use the CPLT signal.

[0048] The detection circuit 540A includes electrical resistors R1A, R2A, R3A and switches S1A, S2A. The signal line L14 branches from PISW through electrical resistor R1A to two branch lines L141A and L142A, and branch lines L141A and L142A are connected to the neutral line L13. Electrical resistor R2A is located in branch line L141A, and electrical resistor R3A and switch S1A are located in branch line L142A. Electrical resistors R2A and R3A are arranged in parallel. Electrical resistor R3A and switch S1A are arranged in series. Switch S2A is arranged in parallel with electrical resistor R3A. The detection circuit 540A corresponds to an example of a “resistor circuit” in this disclosure.

[0049] Switch S1A opens and closes in conjunction with the latch release button 111 (Figure 3) of the discharge connector 100. Switch S1A is closed (conductive) when the latch release button 111 is not pressed, and open (disconnected) when the latch release button 111 is pressed. Switch S2A also opens and closes in conjunction with the discharge start switch 112 (Figure 3) of the discharge assembly 500. Switch S2A is closed (conductive) when the discharge start switch 112 is OFF, and open (disconnected) when the discharge start switch 112 is ON. In this embodiment, the discharge start switch 112 is ON while the user is pressing it, and turns OFF when the user releases the discharge start switch 112. When the user is not operating either the latch release button 111 or the discharge start switch 112, both switches S1A and S2A are in the closed state. Switches S1A and S2A each correspond to normally-on switches.

[0050] The latch 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. When the connector is in the connected state, if the user performs a predetermined operation on the discharge start switch 112, the vehicle 200 (ECU 250) recognizes the start of discharge and begins discharging. In this embodiment, discharge is started by the user turning the discharge start switch 112 ON twice. If the latch release button 111 is pressed during discharge and the connector becomes mated or unmated, the vehicle 200 (ECU 250) recognizes the stop of discharge and stops discharging.

[0051] Figure 5 is a time chart showing the discharge start and stop sequence of a discharge connector 100 using a PISW signal power supply method. In Figure 5, the upper row shows the PISW potential (PISW signal), the middle row shows the discharge output (AC output), and the lower row shows the PWM signal. When the user inserts the discharge connector 100 into the inlet 210 while pressing the latch release button 111, the connector state changes from unmated to mated. When the connector state is mated, the discharge connector 100 and the inlet 210 are electrically connected, and the PISW and GND are connected via the detection circuit 540A. As a result, the detection circuit 540A forms a first PISW circuit and the potential of the PISW decreases. Subsequently, when the user releases the latch release button 111, the connector state changes from mated to connected, and the potential of the PISW decreases further.

[0052] The PISW potential D1 in the connected state can be appropriately set according to the values ​​of the electrical resistances R1A, R2A, and R3A. The PISW potential D1 is set based on at least one of the power supply voltage or the maximum current (upper limit current) required by the discharge connector 100. In this embodiment, the PISW potential D1 includes information on both the power supply voltage and the maximum current. For example, the PISW potential D1 may be set to one of three patterns: "120V:12A", "120V:24A", and "240V:32A". Based on the PISW potential D1, the ECU 250 sets the discharge power (power supply power) to the power supply voltage and maximum current required by the discharge connector 100.

[0053] After a predetermined time (for example, 500ms) has elapsed since the connector entered the connected state, the operation of the discharge start switch 112 becomes effective. When the user turns the discharge start switch 112 to the ON state, the potential of PISW rises. Subsequently, when the user turns the discharge start switch 112 back to the OFF state, the PISW potential also returns to normal. When the connector is in the connected state, for example, if the user operates the discharge start switch 112 in the order ON, OFF, ON, OFF, the ECU 250 recognizes the start of discharge based on the PISW potential and begins discharging. To suppress malfunctions due to noise, the ECU 250 recognizes the discharge start switch 112 only if the voltage corresponding to the ON / OFF operation continues for a predetermined time (for example, 50ms to 3000ms).

[0054] Discharge from vehicle 200 is performed by ECU 250. ECU 250 controls the charge / discharge device 220 (AC inverter 221) so that the discharge power set by the PISW potential D1 is output from the inlet 210 to the discharge connector 100. Also, during discharge, SMR 231 (Figure 2) is controlled to the closed state. The period Ts from the discharge start operation to the start of discharge can be set arbitrarily. ECU 250 may perform predetermined processing (for example, pre-discharge inspection such as a wire break check) during period Ts. SMR 231 may be switched from the open state to the closed state during period Ts. When the latch release button 111 is pressed during discharge, the connector state changes from the connected state to the mated state, and the PISW potential rises. When the connector state is mated, ECU 250 recognizes the end of discharge based on the PISW potential and stops the discharge. The period Te from the discharge stop operation to the end of discharge may be the period specified in the standard "IEC61851-1".

[0055] Figure 6 shows a schematic circuit configuration of the discharge connector 100A and inlet 210 using a CPLT signal power supply method. The discharge connector 100A has a different circuit configuration from the discharge connector 100. The other configurations of the discharge connector 100A are the same as those of the discharge connector 100, except that it does not have a discharge start switch 112.

[0056] When the discharge connector 100A is connected to the inlet 210, a closed circuit (hereinafter also referred to as the "second PISW circuit") is formed such that PISW and GND are connected via the detection circuit 540B of the discharge connector 100A, the potential of PISW changes, and a PISW signal is generated. The ECU 250 can determine the connector state based on the PISW signal (PISW potential).

[0057] The detection circuit 540B includes electrical resistors R1B and R2B and a switch S1B. The signal line L14 branches from the PISW through electrical resistor R1B to two branch lines L141B and L142B, and the branch lines L141B and L142B are connected to the neutral line L13. Electrical resistor R2B is located in branch line L141B, and switch S1B is located in branch line L142B. The detection circuit 540B corresponds to an example of a “resistance circuit” in this disclosure.

[0058] Switch S1B opens and closes in conjunction with the latch release button 111 (Figure 3) of the discharge connector 100. Switch S1B is closed (conductive) when the latch release button 111 is not pressed, and open (disconnected) when the latch release button 111 is pressed. Switch S1B corresponds to a normally-on type switch.

[0059] The ECU 500 has a PWM signal generator 510 connected to the CP terminal (CPLT) of the discharge connector 100 via a signal line L15. The ECU 500 is equipped with a CPLT signal generator 510, and the PWM signal (CPLT signal) generated by the CPLT signal generator 510 is transmitted via the signal line L15. In the vehicle 200, the CPLT is connected to the ECU 250 via a signal line L25. A CPLT circuit 600 is provided on the signal line L25. The CPLT circuit 600 includes a switch controlled by the ECU 250. The ECU 250 can transmit the CPLT signal generated by the CPLT circuit 600 to the ECU 500. By electrically connecting the ECU 500 and the CPLT, data communication (CPLT) becomes possible between the ECU 500 and the ECU 250.

[0060] In the discharge connector 100A, when the user inserts the discharge connector 100A into the inlet 210 while pressing the latch release button 111, the connector state changes from unmated to mated. When the connector state is mated, the discharge connector 100A and the inlet 210 are electrically connected, and the PISW and GND are connected via the detection circuit 540B. As a result, the detection circuit 540B forms a second PISW circuit and the potential of the PISW decreases. Subsequently, when the user releases the latch release button 111, the connector state changes from mated to connected, and the potential of the PISW decreases further. The PISW potential in the connected state of the discharge connector 100A is set to a different range from the setting range of the PISW potential D1 in the discharge connector 100. For example, the PISW potential of the discharge connector 100A is set to a potential that indicates it is a connector for discharge (power supply), and this PISW potential does not include information on the power supply voltage or maximum current (upper limit current) required by the discharge connector 100A. The ECU250 detects from this PISW potential that the connector connected to the inlet 210 is a discharge connector and not a charging connector.

[0061] When ECU250 detects that the discharge connector 100A is connected to the inlet 210 due to a drop in the PISW potential, it connects the switch of the CPLT circuit 600. This causes the potential of signal line L15 to drop. When the potential of signal line L15 drops, ECU500 activates the PWM signal generator 510 to generate a PWM signal (CPLT signal). The PWM signal contains information on at least one of the power supply voltage or maximum current (upper limit current) required by the discharge connector 100A. For example, by setting the power supply voltage and maximum current according to the duty cycle, potential, etc. of the PWM signal, the power supply voltage and power supply current can be set in more patterns than the PISW signal (potential D1). For example, patterns such as "120V:12A", "120V:24A", "120V:30A", "240V:32A", "240V:50A", and "240V:80A" may be set. As a result, a PWM signal (CPLT signal) is transmitted to the ECU 250. Based on the PWM signal, the ECU 250 detects the power supply voltage and other parameters required by the discharge connector 100A and sets the discharge power (power supply) at the start of discharge to match the power supply voltage and maximum current required by the discharge connector 100A. When the discharge preparation is complete, the ECU 250 controls the charge / discharge device 220 (AC inverter 221) so that the discharge power set by the PWM signal is output from the inlet 210 to the discharge connector 100A.

[0062] As described above, when the discharge connector 100 is connected to the inlet 210, power supply (discharge) is initiated so that the discharge power set by the PISW potential D1 is output from the inlet 210 to the discharge connector 100. Also, when the discharge connector 100A is connected to the inlet 210, power supply (discharge) is initiated so that the discharge power set by the PWM signal is output from the inlet 210 to the discharge connector 100A.

[0063] Figure 7 shows a schematic circuit configuration of the third discharge connector 100B and inlet 210. The discharge connector 100B has a different circuit configuration from the discharge connector 100. The other configurations of the discharge connector 100A are the same as those of the discharge connector 100. The third discharge connector 100B is equipped with a detection circuit 540A similar to that of the discharge connector 100, as well as an ECU 500 equipped with a PWM signal generator 510. The ECU 500 (PWM signal generator 510) may be the same as the ECU 500 (PWM signal generator 510) of the discharge connector 100A. When the discharge connector 100B and inlet 210 are connected, the PISW and GND are connected via the detection circuit 540A, forming the first PISW circuit, and the signal lines L15 and L25 are connected by CPLT, enabling data communication between the ECU 250 and WCU 500.

[0064] In discharge connector 100B, as with discharge connector 100, when the connector state becomes connected, the potential of PISW decreases to PISW potential D1. Since this PISW potential D1 contains information on the power supply voltage and maximum current, ECU 250 sets the discharge power (power supply power) based on this PISW potential D1 so that it matches the power supply voltage and maximum current required by discharge connector 100B.

[0065] When the connector state of discharge connector 100B becomes connected, the PISW potential decreases. When ECU250 detects that discharge connector 100A is connected to inlet 210 due to the decrease in PISW potential, it connects the switch of CPLT circuit 600. This causes the potential of signal line L15 to decrease. When the potential of signal line L15 decreases, ECU500 activates PWM signal generator 510 to generate a PWM signal (CPLT signal). Based on the PWM signal, ECU250 detects the power supply voltage etc. required by discharge connector 100A and sets the discharge power (power supply power) at the start of discharge to match the power supply voltage and maximum current required by the PWM signal.

[0066] Thus, when the discharge connector 100B is connected to the inlet 210, it is assumed that the power supply voltage and maximum current based on the PISW potential D1 and the power supply voltage and maximum current based on the PWM signal are set simultaneously. If the power supply voltage and maximum current based on the PISW potential D1 differ from those based on the PWM signal, there is a concern that overvoltage or overcurrent may occur in the power supply.

[0067] Furthermore, even with the discharge connector 100A, depending on the values ​​of the electrical resistances R1B and R2B of the detection circuit 540A, the potential of the PISW when the connector is connected may overlap with the setting range of the PISW potential D1. In this case as well, when the discharge connector 100A is connected to the inlet 210, the power supply voltage and maximum current based on the PISW potential D1 and the power supply voltage and maximum current based on the PWM signal may be set simultaneously, similar to the discharge connector 100B. If the power supply voltage and maximum current based on the PISW potential D1 differ from the power supply voltage and maximum current based on the PWM signal, there is a concern that overvoltage or overcurrent may occur in the power supply.

[0068] In this embodiment, when the power supply voltage and maximum current based on the PISW potential D1 and the power supply voltage and maximum current based on the PWM signal are set simultaneously, overvoltage or overcurrent is suppressed by performing discharge (power supply) with a low power supply voltage and a small maximum current.

[0069] Figure 8 is a flowchart showing an example of the discharge initiation process performed by the ECU250. This flowchart is executed when the vehicle 200 is stopped and the discharge connectors 100-100B are connected to the inlet 210 (when the connectors are in the mated state). For example, the process may be started when the connectors are in the mated state and the PISW potential decreases.

[0070] In step 10 (hereinafter, step will be abbreviated as "S"), the ECU250 detects from the PISW signal (PISW potential) that the connector state has become connected, and stores the PISW potential.

[0071] In the following step S11, it is determined whether or not a PWM signal has been received from the discharge connector. If the discharge connector connected to the inlet 210 does not have a PWM signal generator 510 (for example, if the discharge connector 100 is connected), no PWM signal is received, so it is determined to be negative and the process proceeds to S20. If a PWM signal is received, it is determined to be positive and the process proceeds to S12.

[0072] In S12, it is determined whether power supply information is included in at least one of the PISW signal and the PWM signal. If the potential of the PISW signal obtained in S10 is within the set range of PISW potential D1, it is determined that power supply information is included in the PISW signal. Also, if the duty cycle of the PWM signal is within the predetermined range in which power supply information is set, it is determined that power supply information is included in the PWM signal.

[0073] In S12, if the PISW signal and PWM signal do not contain power supply information, the connector connected to inlet 210 is determined to be a charging connector ("none" determination), and the routine terminates.

[0074] In S12, if the potential of the PISW signal acquired in S10 is within the set range of PISW potential D1, the power supply voltage (hereinafter also referred to as "power supply voltage VP") and maximum current (hereinafter also referred to as "maximum current MP") based on the PISW signal are set from that potential. If the duty cycle of the PWM signal includes power supply information, the power supply voltage (hereinafter also referred to as "power supply voltage VC") and maximum current (hereinafter also referred to as "maximum current MC") are set based on that duty cycle, etc.

[0075] In S12, if power supply information is found in either the PISW signal or the PWM signal ("one is present"), the process proceeds to S13. If power supply information is found in both the PISW signal and the PWM signal ("both are present"), the process proceeds to S14.

[0076] In S13, the power supply voltage and maximum current set based on the power supply information are set to the discharge voltage VO and discharge current MO, and the process proceeds to S22. If the PISW signal contains power supply information, the power supply voltage VP is set to the discharge voltage VO (VO←VP), and the maximum current MP is set to the discharge current MO (MO←MP). If the PWM signal contains power supply information, the power supply voltage VC is set to the discharge voltage VO (VO←VC), and the maximum current MC is set to the discharge current MO (MO←MC).

[0077] In S14, it is determined whether the power supply voltage VC is lower than the power supply voltage VP. If the power supply voltage VC is lower than the power supply voltage VP, the result is positive and the process proceeds to S15. If the power supply voltage VC is equal to or greater than the power supply voltage VP, the result is negative and the process proceeds to S18.

[0078] In S15, it is determined whether the maximum current MC is less than the maximum current MP. If the maximum current MC is less than the maximum current MP, the result is positive and the process proceeds to S16. If the maximum current MC is greater than or equal to the maximum current MP, the result is negative and the process proceeds to S17.

[0079] In S16, the discharge voltage VO is set to the power supply voltage VC (VO←VC), and the discharge current MO is set to the maximum current MC (MO←MC), and the process proceeds to S22. In S17, the discharge voltage VO is set to the power supply voltage VC (VO←VC), and the discharge current MO is set to the maximum current MP (MO←MP), and the process proceeds to S22.

[0080] In S18, it is determined whether the maximum current MC is less than the maximum current MP. If the maximum current MC is less than the maximum current MP, the result is positive and the process proceeds to S19. If the maximum current MC is greater than or equal to the maximum current MP, the result is negative and the process proceeds to S21.

[0081] In S19, the power supply voltage VP is set to the discharge voltage VO (VO←VP), and the maximum current MC is set to the discharge current MO (MO←MC), and the process proceeds to S22.

[0082] In S20, it is determined whether the PISW signal contains power supply information. If the potential of the PISW signal obtained in S10 is within the set range of PISW potential D1, it is determined that the PISW signal contains power supply information. If the PISW signal does not contain power supply information, it is determined that the connector connected to inlet 210 is a charging connector, and this routine is terminated.

[0083] In S20, if the potential of the PISW signal is within the set range of the PISW potential D1, the power supply voltage VP and maximum current MP are set from that potential, and then the process proceeds to S21.

[0084] In S21, the power supply voltage VP is set to the discharge voltage VO (VO←VP), and the maximum current MP is set to the discharge current MO (MO←MP), after which the process proceeds to S22.

[0085] In S22, once the discharge preparation is complete, the ECU250 controls the AC inverter 221 so that the discharge power becomes the discharge voltage VO and discharge current MO, and then starts supplying power. Note that the discharge current MO is the upper limit of the current output from the AC inverter 221.

[0086] According to this embodiment, the power from the battery 230 mounted on the vehicle 200 is converted to AC power by the charge / discharge device 220 (AC inverter 221) and supplied to the power load 300 from the discharge connectors 100 to 100B that constitute the discharge assembly. When the discharge connectors 100 to 100B are connected to the inlet 210, the ECU 250 sets the power supply voltage VP based on the PISW signal if the PISW signal provided via the PP terminal (PISW) of the inlet 210 contains an instruction voltage, and sets the power supply voltage VC based on the PWM signal if it receives a PWM signal from the CP terminal (CPLT) of the inlet 210 (determining "both present" in S12). When the power supply voltage VP is set and the power supply voltage VC is set, the ECU 250 supplies power from the vehicle 200 to the outside based on the lower of the two power supply voltages VP and VC (S14 to S19, S21, S22). Therefore, in this embodiment, even when the power supply voltages VP and VC are set, power is supplied (discharged) at a low voltage, so power can be supplied (discharged) without generating overvoltage.

[0087] According to this embodiment, when the PISW signal contains information on the maximum current MP and the PWM signal contains information on the maximum current MC, the ECU 250 supplies power from the vehicle to the outside based on the smaller of the maximum current MP and the maximum current MC, when the power supply voltage VP is set and the power supply voltage VC is set (S14~S19, S21, S22). Therefore, it is possible to suppress the occurrence of overcurrent during power supply (discharge) from the vehicle 200.

[0088] According to this embodiment, when only the power supply voltage VP based on the PISW signal is set, the ECU 250 discharges using the power supply voltage VP (S13, S21 which is affirmed in S20). Also, when only the power supply voltage VC based on the PWM signal is set, the ECU 250 discharges using the power supply voltage VP (S13). Therefore, power can be suitably supplied when a discharge connector 100 using a power supply method with a PISW signal, or a discharge connector 100A using a power supply method with a CPLT signal, is connected to the inlet 210.

[0089] According to this embodiment, the ECU 250 detects that a discharge connector is connected to the inlet 210 based on the potential of the PISW signal. Therefore, the connection of the discharge connector can be detected regardless of whether the discharge connector connected to the inlet 210 is one of the discharge connectors 100 to 100B.

[0090] In the above embodiment, the discharge connector alone functions as a discharge assembly (power supply equipment). However, it is not essential that the discharge assembly consists only of discharge connectors. Figure 9 shows a modified example of the discharge assembly (discharge connector).

[0091] Referring to Figure 9, the discharge assembly 700 comprises a discharge connector 711, a housing 720 containing a circuit electrically connected to the discharge connector 711, and a cable 712 connecting the discharge connector 711 and 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, an operation panel, etc. The discharge assembly 700 is composed of the EVPS and a charge / discharge cable assembly. The charge / discharge cable assembly is a cable assembly that connects the vehicle and the EVPS, and includes a charge / discharge connector that connects to the vehicle. In the example shown in Figure 9, the discharge connector 711 functions as a charge / discharge connector. The cable 712 functions as a charge / discharge cable.

[0092] The discharge connector 711 is configured to be connectable to the inlet 210 of the vehicle 200. The housing 720 includes a power outlet box 730. The power outlet box 730 has, for example, multiple power outlets To. In this modification, one of the circuits shown in Figure 4, Figure 6, or Figure 7 (one of the circuits of discharge connectors 100 to 100B) is provided inside the discharge connector 711, the cable 712, and the housing 720.

[0093] In this modified discharge assembly 700, the discharge connector 711 and the housing 720 are connected via the cable 712, which increases the flexibility of the arrangement of the outlet to the discharge connector. Also, since part of the discharge circuit can be housed in the housing 720, the discharge connector 711 can be made smaller.

[0094] In the above embodiment, a discharge assembly is used to supply (discharge) power from a battery 230 mounted on a vehicle 200 to a power load 300. However, the power generated by a power generator mounted on the vehicle may also be supplied (discharged) to an external load using a discharge assembly. For example, the vehicle may be an FCEV (Fuel Cell Electric Vehicle) equipped with a hydrogen tank and a fuel cell.

[0095] The embodiments disclosed herein should be considered in all respects to be illustrative and not restrictive. The scope of the present invention is indicated by the claims rather than by the description of the embodiments above, and all modifications within the meaning and scope equivalent to the claims are intended to be included. [Explanation of Symbols]

[0096] 100, 711 Discharge connector, 111 Latch release button, 112 Discharge start switch, 130 Latch, 200 Vehicle, 210 Inlet, 220 Charge / discharge device, 221 AC inverter, 222 Charger, 230 Battery, 231 SMR, 250, 500 ECU, 300 Power load, 310 Electrical equipment, 320 Power cord, 321 Plug, 510 PWM signal generator, 540A, 540B Detection circuit, 700 Discharge assembly, 712 Cable, 720 Enclosure, 730 Outlet box, L11, L12, L21, L22 Voltage lines, L13, L23 Neutral lines, L15, L25 Signal lines, S3A, S3B Switch, To outlet.

Claims

1. A power supply control device that supplies power to the outside from a vehicle equipped with at least one of a power storage device or a power generation device, The power supply control device is When a discharge connector is connected to the discharge port of the vehicle and a first signal is received from the first terminal of the discharge port, power supply is started at a first power supply voltage based on the first signal. When the discharge connector is connected to the discharge port of the vehicle, and a second signal is received from the second terminal of the discharge port, power supply is started at the second power supply voltage based on the second signal. A power supply control device that, upon receiving both the first signal and the second signal, supplies power from the vehicle to the outside based on the lower of the first power supply voltage and the second power supply voltage.

2. The first signal includes information about the first maximum current. The second signal contains information about the second maximum current. The power supply control device is The power supply control device according to claim 1, wherein when both the first signal and the second signal are received, power is supplied from the vehicle to the outside based on the smaller of the first maximum current and the second maximum current.

3. When the discharge connector is connected to the discharge port, the first terminal forms a closed circuit with the resistor circuit provided on the discharge connector side. The first signal is a potential signal from the resistor circuit, The power supply control device according to claim 1 or claim 2, wherein the second signal is a PWM signal transmitted from the discharge connector side.

4. When the discharge connector is connected to the discharge port, the potential of the first signal decreases. The power supply control device is The power supply control device according to claim 3, which detects that the discharge connector is connected to the discharge port based on the potential of the first signal.

5. A vehicle equipped with at least one of a power storage device or a power generation device and having a discharge port, The aforementioned vehicle is A discharge device provided between at least one of the energy storage device or the power generation device and the discharge port, Includes a control device for controlling the discharge device, The control device is When a discharge connector is connected to the discharge port, if the first signal provided via the first terminal of the discharge port includes an instruction voltage, the first power supply voltage is set based on the first signal. When the discharge connector is connected to the discharge port, and a second signal is received from the second terminal of the discharge port, the second power supply voltage is set based on the second signal. A vehicle that controls the discharge device so that, when the first power supply voltage is set and the second power supply voltage is set, the discharge device starts discharging based on the lower of the first power supply voltage and the second power supply voltage.

6. The first signal includes information about the first maximum current. The second signal contains information about the second maximum current. The control device is The vehicle according to claim 5, wherein, when the first power supply voltage is set and the second power supply voltage is set, the discharge device is controlled to start discharging from the discharge device based on the smaller of the first maximum current and the second maximum current.

7. The vehicle according to claim 5 or 6, wherein the discharge device converts the DC power of the energy storage device or the power generation device into AC power.

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