Power Supply System

Abstract

To provide an electric power supply system and an electric power supply method capable of supplying plural types of AC power with different voltage to a building using an electric discharge assembly connected to an electric discharge port of a vehicle.SOLUTION: An electric power supply system is configured to supply AC power to a building 100. The electric power supply system has an electric discharge assembly 500 configured to be connected to an inlet 210 (discharge port) installed on a vehicle 200. The electric discharge assembly 500 has a first terminal section P51 through which electric energy from the inlet 210 connected to the electric discharge assembly 500 is input and a second terminal P52 which outputs alternate voltage. The second terminal P52 of the electric discharge assembly 500 is connected to the building 100 through a single-phase three-wire system.SELECTED DRAWING: Figure 1

Description

[Technical field]

[0001] The present disclosure relates to a power supply system and a power supply method. [Background technology]

[0002] Japanese Patent No. 5123419 (Patent Document 1) discloses a technique for identifying whether a connector connected to an inlet of a vehicle is a charging connector or a power supply connector. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Patent No. 5123419 Summary of the Invention [Problem to be solved by the invention]

[0004] In recent years, vehicles (especially electric vehicles) have been attracting attention as emergency power sources for buildings. Vehicles equipped with a V2H (Vehicle to Home) function can supply power to buildings that experience a power outage. To provide a vehicle with the V2H function, a discharge assembly such as a discharge connector may be connected to the vehicle's discharge port. For example, the above-mentioned Patent Document 1 discloses a power supply connector as a discharge assembly.

[0005] In buildings, multiple types of AC power with different voltages are often used. However, in the discharge assembly (power supply connector) disclosed in the above-mentioned Patent Document 1, a single type of power is taken out from the discharge port (inlet) of the vehicle. For this reason, it is difficult to supply multiple types of AC power with different voltages to a building using the power taken out from the vehicle.

[0006] The present disclosure has been made to solve the above-mentioned problems, and its purpose is to supply multiple types of AC power with different voltages to a building using a discharge assembly connected to a discharge port of a vehicle. [Means for solving the problem]

[0007] A power supply system according to a first aspect of the present disclosure is configured to supply AC power to a building. The power supply system includes a discharge assembly configured to be connectable to a discharge port provided in a vehicle. The discharge assembly includes a first end to which power is input from the connected discharge port, and a second end to which AC power is output. The second end of the discharge assembly is connected to the building by single-phase three-wire wiring.

[0008] In the above configuration, since the second end of the discharge assembly and the building are connected by single-phase three-wire wiring, it is possible to supply a plurality of types of AC power with different voltages to the building, thereby enabling AC power with different voltages to be used in the building.

[0009] Examples of buildings include homes, factories, schools, hospitals, and commercial facilities.

[0010] The above power supply system may further include a switching device that connects one of a first power path that outputs power supplied from the discharge assembly to the building and a second power path that outputs power supplied from the power grid to the building and disconnects the other.

[0011] According to the above configuration, when the building is no longer able to receive power from the power grid, the building is more likely to receive power from the vehicle via the discharge assembly.

[0012] A distribution board may be provided in the building. The switching device may be configured to maintain the second power path in a connected state while power is being supplied from the power grid to the distribution board, and to interrupt the second power path and connect the first power path when power is no longer being supplied from the power grid to the distribution board.

[0013] According to the above configuration, when power is no longer supplied from the power system to the distribution board, the power path is automatically switched, thereby reducing the effort required for the user to manually operate the switching device.

[0014] A first outlet and a second outlet to which single-phase AC power is input from a switching device may be provided in the building. The first outlet may output single-phase AC power with a voltage of 95 V or more and 150 V or less. The second outlet may output single-phase AC power with a voltage of 190 V or more and 300 V or less.

[0015] According to the above configuration, it becomes possible to use electrical equipment with a drive voltage of approximately single-phase AC 200V and electrical equipment with a drive voltage of approximately single-phase AC 100V within a building.

[0016] The single-phase three-wire wiring connecting the second end of the discharge assembly to the building may include a first voltage wire, a second voltage wire, and a neutral wire, and the vehicle may apply a single-phase AC voltage between the first voltage wire and the neutral wire and between the second voltage wire and the neutral wire, respectively.

[0017] According to the above configuration, single-phase AC power of different voltages can be easily supplied to a building through single-phase three-wire wiring.

[0018] The discharge assembly may further include a conversion device that converts single-phase, two-wire wiring to single-phase, three-wire wiring. A first end of the discharge assembly and the conversion device may be connected by single-phase, two-wire wiring. A second end of the discharge assembly and the conversion device may be connected by single-phase, three-wire wiring.

[0019] According to the above configuration, it is easy to connect the second end of the discharge assembly to the building with single-phase three-wire wiring.

[0020] A single-phase three-wire wiring may be connected from the first end to the second end of the discharge assembly. This configuration also makes it easier to connect the second end of the discharge assembly to the building with single-phase three-wire wiring.

[0021] The discharge assembly may be a discharge connector having the first end and the second end described above. With this configuration, the discharge connector alone functions as the discharge assembly, making it easier to reduce the size of the discharge assembly.

[0022] Alternatively, the discharge assembly may further include a discharge connector, a housing that houses a circuit electrically connected to the discharge connector, and a cable connecting the discharge connector and the housing. The discharge connector may have a first end of the discharge assembly, and the housing may have a second end of the discharge assembly.

[0023] In the above configuration, since the discharge connector having the first end and the housing having the second end are connected via a cable, it is easy to arrange the input end (first end) of the discharge assembly connectable to the discharge port of the vehicle and the output end (second end) of the discharge assembly connected to the building at positions apart from each other. This increases the degree of freedom in arrangement. In addition, since a part of the discharge circuit can be accommodated in the housing, it is easy to miniaturize the discharge connector.

[0024] The first end of the discharge assembly may include a detection terminal that outputs a connector signal to the vehicle side indicating a required voltage value of the discharge assembly. This configuration makes it easier for the vehicle to apply a voltage corresponding to the discharge assembly (i.e., a voltage required by the discharge assembly) to the discharge assembly.

[0025] The connector signal may be a potential signal indicating a state between the discharge assembly and the discharge port in addition to the required voltage value. The discharge assembly may further include a detection circuit that changes a potential of a detection terminal according to a state between the discharge assembly and the discharge port. This configuration makes it easier for the vehicle to recognize the state between the discharge assembly and the discharge port (e.g., whether or not it is connected), and makes it easier to supply power to the discharge assembly at an appropriate time.

[0026] A power supply method according to a second aspect of the present disclosure includes determining whether an operation mode of a power supply system configured to supply AC power to a building is a first operation mode in which AC power is supplied from a vehicle to the building or a second operation mode in which AC power is supplied from a power grid to the building, determining whether a discharge assembly is connected to a discharge port provided in the vehicle, and when the discharge assembly is connected to the discharge port and the operation mode of the power supply system is the first operation mode, supplying power from the vehicle to the discharge assembly and supplying single-phase AC power from the discharge assembly to the building via single-phase three-wire wiring.

[0027] Like the power supply system described above, the above method also makes it possible to supply a plurality of types of AC power with different voltages to a building by using a discharge assembly connected to the discharge port of a vehicle.

[0028] The vehicle may be an electric vehicle (hereinafter, also referred to as "xEV"). An xEV is a vehicle that uses electricity as all or part of its power source. xEVs include BEVs (electric vehicles), PHEVs (plug-in hybrid vehicles), and FCEVs (fuel cell vehicles). Effect of the Invention

[0029] According to the present disclosure, it is possible to supply a building with multiple types of AC power at different voltages using a discharge assembly connected to a discharge port of a vehicle. [Brief description of the drawings]

[0030] [Figure 1] 1 is an overall configuration diagram of a power supply system according to an embodiment of the present disclosure. [Diagram 2] FIG. 2 is a circuit configuration diagram of the power supply system shown in FIG. [Diagram 3] 3 is a diagram showing a configuration around the switching device shown in FIG. 2. [Figure 4] FIG. 3 is a diagram showing a configuration of the charge / discharge device and its periphery shown in FIGS. 1 and 2. [Diagram 5] 5 is a diagram showing an example of a circuit configuration of the in-vehicle inverter shown in FIG. 4. [Figure 6] 5 is a diagram illustrating an example of a circuit configuration of the on-board charger illustrated in FIG. 4. [Figure 7] FIG. 3 is a diagram showing a schematic circuit configuration of the discharge assembly and the vehicle inlet shown in FIGS. 1 and 2. [Figure 8] 1 is a diagram showing a connection manner between a vehicle, a discharge assembly, and a distribution board in an independent operation mode of a power supply system according to an embodiment of the present disclosure. FIG. [Figure 9] 3 is a time chart showing a sequence of starting (start of discharge) and stopping (stop of discharge) in an independent operation mode of the discharge assembly shown in FIGS. 1 and 2. [Figure 10] 2 is a diagram for explaining a 100V connector that can be connected to the vehicle inlet shown in FIG. 1. [Figure 11] FIG. 11 is a diagram showing a schematic circuit configuration of the 100V connector shown in FIG. [Figure 12] 11 is a time chart showing the start (discharge start) and stop (discharge stop) sequences of the 100V connector shown in FIG. 10. [Figure 13] FIG. 13 is a diagram for explaining a PISW signal (connector signal). [Figure 14] 4 is a flowchart illustrating a power supply method according to an embodiment of the present disclosure. [Figure 15] 10 is a flowchart showing a process executed by a switching device according to a modified example. [Figure 16] FIG. 8 is a diagram showing a modification of the configuration shown in FIG. [Figure 17] 3 is a diagram showing a modified example of the circuit configuration of the power supply system shown in FIG. [Figure 18] FIG. 2 shows a modification of the discharge assembly shown in FIG. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0031] An embodiment of the present disclosure will be described in detail with reference to the drawings. In the drawings, the same or corresponding parts are denoted by the same reference numerals, and the description thereof will not be repeated. Hereinafter, an electronic control unit will be referred to as an "ECU." An electric vehicle power system will be referred to as an "EVPS." A power conditioning system will be referred to as a "PCS." Additionally, alternating current may be referred to as "AC" and direct current as "DC."

[0032] FIG. 1 is an overall configuration diagram of a power supply system according to this embodiment. Referring to FIG. 1, the power supply system according to this embodiment is applied to a V2H (Vehicle to Home) that supplies power from a vehicle to indoor wiring. V2H is roughly classified into categories 1 to 4. In category 1, a vehicle does not connect to a power grid (grid interconnection), but supplies power to an independent dedicated outlet connected to indoor wiring provided in a building. The independent dedicated outlet is a dedicated outlet that is disposed indoors and is separated from the power grid. For example, during a power outage in the power grid, power is supplied from the vehicle to the independent dedicated outlet. In category 2, a vehicle is not directly connected to the power grid (grid interconnection), but a switching device switches between the power grid and the vehicle, and power is supplied from the power grid or the vehicle to the building. In category 3, a vehicle connects to the power grid via a power conversion device (grid interconnection), and supplies power to wiring in the building. However, in category 3, reverse power flow to the power grid is not performed. In Category 4, the vehicle connects to the power grid via a power conversion device (grid interconnection) and supplies power to the wiring within the building. In Category 4, reverse power flow to the power grid is also performed. The power grid is a transmission and distribution network system (commercial power system) that supplies power from the power company to the power users. A power outage refers to a drop in the power supply voltage below the input voltage range.

[0033] The power supply system according to this embodiment is configured to perform V2H of categories 2 and 4. Specifically, the power supply system according to this embodiment includes a vehicle 200 and a discharge assembly 500, and is configured to supply AC power supplied from the vehicle 200 to the building 100 through the discharge assembly 500. The discharge assembly 500 corresponds to a portion of the discharge connection system that is connected to the inlet 210 of the vehicle 200. The configuration of the discharge assembly 500 will be described later.

[0034] In this embodiment, the building 100 is a residence. The building 100 includes a distribution board 110 that receives power from a power system PG. The power load 700 is configured to be electrically connectable to the distribution board 110. As will be described in detail later, the building 100 includes equipment for supplying power to the power load 700. The power load 700 includes electrical equipment (e.g., household electrical appliances) used within the building 100. Examples of the power load 700 include lighting equipment, air conditioning equipment, cooking equipment, information equipment, televisions, refrigerators, and washing machines.

[0035] Any vehicle having 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 200 includes 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 a "discharge port" and a "power storage device" according to the present disclosure, respectively. The inlet 210 corresponds to a part of the discharge connection system that is fixed inside the vehicle 200. The battery 230 includes, for example, a secondary battery. Examples of the secondary battery include a lithium ion battery or a nickel-metal hydride battery. The battery 230 may include one or more power storage devices selected from the group consisting of a liquid secondary battery, an all-solid-state secondary battery, a battery pack, and 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 includes an electric motor (not shown) that receives power from a battery 230, and runs on power generated by the electric motor. The battery 230 corresponds to an on-board battery for driving.

[0036] The discharge assembly 500 is configured to be connectable to the inlet 210 of the vehicle 200. The discharge assembly 500 includes a discharge connector 511, an EVPS box 520 (housing) that houses an EVPS circuit electrically connected to the discharge connector 511, and a cable 512 that connects the discharge connector 511 and the EVPS box 520. The discharge assembly 500 has a first end P51 that is configured to be connectable to the inlet 210 of the vehicle 200, and a second end P52 that outputs AC power to the building 100. In the discharge assembly 500 according to this embodiment, the discharge connector 511 has the first end P51 of the discharge assembly 500. Electric power is input to the first end P51 from the inlet 210 connected to the first end P51. In addition, the EVPS box 520 has the second end P52 of the discharge assembly 500. Although details will be described later, the second end P52 of the discharge assembly 500 is electrically connected to indoor wiring of the building 100.

[0037] The EVPS box 520 corresponds to the main body of the EVPS. The EVPS is configured to control charging and discharging of the vehicle. Charging refers to supplying power from the EVPS to the vehicle. The charged power is supplied to the on-board battery for driving and / or on-board equipment. Discharging refers to supplying power from the generator and / or on-board battery for driving of the vehicle to an electric load via the EVPS. The EVPS box 520 may be equipped with a display. The discharge assembly 500 includes an 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 discharge assembly 500, the discharge connector 511 functions as a charge / discharge connector. Also, the cable 512 functions as a charge / discharge cable.

[0038] The discharge connector 511 further includes a latch release button 511a, a discharge start switch 511b, a mode changeover switch 511c, and a latch 511d.

[0039] The latch release button 511a has a function of releasing the latch of the discharge connector 511 with respect to the inlet 210 and of allowing the vehicle 200 (for example, the ECU 250) to detect the state (connected state / mated state / unmated state) of the discharge connector 511 and the inlet 210. Hereinafter, the state of the discharge connector 511 and the inlet 210 is also referred to as the "connector state". The latch 511d is configured to engage with the inlet 210 to fix (latch) the discharge connector 511 to the inlet 210. For example, the tip of the latch 511d is caught in a recess formed in the inlet 210, thereby latching the discharge connector 511. The latch 511d is linked to the latch release button 511a. The latch is released when the user presses the latch release button 511a.

[0040] When the user inserts the discharge connector 511 into the inlet 210 without pressing the latch release button 511a to mate the discharge connector 511 with the inlet 210, the discharge connector 511 and the inlet 210 are fixed by the latch 511d in an electrically connected state. This connector state is a "connected state". In the connected state, the discharge connector 511 is inserted into the inlet 210, all terminals of both are electrically connected, and the discharge connector 511 is latched. When the user presses the latch release button 511a in the connected state, the fixing by the latch 511d is released. This connector state is a "mated state". In the mated state, the discharge connector 511 is inserted into the inlet 210, all terminals of both are electrically connected, but the discharge connector 511 is not latched. When the user pulls out the discharge connector 511 from the inlet 210 in the mated state, the connector state becomes an "unmated state". The unmated state is neither the connected state nor the mated state. When the connector state is the connected state or the fitted state, the ECU 250 prohibits the vehicle 200 from traveling.

[0041] The discharge start switch 511b has a function of causing the vehicle 200 (for example, the ECU 250) to detect the start of discharge by changing the PISW signal (the signal at the terminal CS). In this embodiment, the PISW signal is a potential signal. The PISW signal will be described in detail later (see FIG. 13).

[0042] The mode changeover switch 511c has a function of switching the operation mode of the power supply system. A user can select a desired operation mode by operating the mode changeover switch 511c. The power supply system according to this embodiment can be operated in two operation modes, and more specifically, is configured to operate in one operation mode selected by the mode changeover switch 511c from among a normal mode and an independent operation mode. However, if a correct electric path is not selected by a changeover switch 525 (FIG. 2) described later, charging and discharging are not performed. In this embodiment, the mode changeover switch 511c and the changeover switch 525 are manually operated by a user. The changeover switch 525 may be linked to the mode changeover switch 511c. However, this is not limited to this, and the mode changeover switch 511c may be omitted and the operation mode of the power supply system may be switched only by the changeover switch 525. The changeover switch 525 may also be electronically controlled. For example, when a power outage occurs in the power system PG, the changeover switch 525 may automatically connect a discharge path for the independent operation mode.

[0043] In the normal mode, the charge / discharge control of the vehicle 200 is performed by the energy management function of the EVPS built into the EVPS box 520. The charge / discharge control of the vehicle 200 is performed by communication from the EVPS box 520 using a control pilot (CPLT) and high level communication (HLC). The CPLT is defined, for example, in the standard "IEC / TS 62763:2013". The CPLT signal is a pulse width modulation (PWM) signal used in communication between the vehicle and the EVPS. As will be described in detail later, the normal mode and the independent operation mode are switched by the mode change switch 511c, and the resistance value (proximity detection signal resistance) in the discharge connector 511 and the connection / disconnection of the CPLT line are switched. In the normal mode, the CPLT line is connected, and in the independent operation mode, the CPLT line is disconnected. The HLC is a digital communication that exchanges information bidirectionally between the vehicle and the EVPS. In the charge / discharge control, information about the vehicle and the EVPS is exchanged bidirectionally by the HLC. The control signal in the normal mode complies with, for example, standards "IEC 61851-1: 2010", "ISO / IEC 15118-2: 2014", and "ISO / IEC 15118-3: 2015". In the normal mode, the EVPS box 520 may be configured to perform energy management based on information (including commands) from an external server (not shown).

[0044] In this embodiment, when the normal mode is selected by the mode changeover switch 511c and the changeover switch 525, and the user connects the discharge connector 511 of the discharge assembly 500 to the inlet 210, charging and discharging are automatically performed. However, this is not limited to the above, and the user may manually operate the EVPS box 520 (for example, an operation unit such as a display) to start / stop charging and discharging. Also, the vehicle 200 may request the discharge assembly 500 to start / stop charging and discharging.

[0045] In the isolated operation mode, the vehicle 200 and the discharge assembly 500 are connected, and the vehicle 200 supplies power to the distribution board 110 in the building 100 via the discharge assembly 500. In the isolated operation mode, the discharge assembly 500 and the power grid PG are not connected (grid-interconnected).

[0046] In this embodiment, when the user switches the mode selector switch 511c and the changeover switch 525 to the independent operation mode, connects the discharge connector 511 of the discharge assembly 500 to the inlet 210, and performs a predetermined operation on the discharge start switch 511b, the vehicle 200 recognizes the start of discharge and starts discharging. After the start of discharge, when a predetermined discharge stop condition is met, the vehicle 200 recognizes the stop of discharge and stops discharging. After the discharge stops, the user returns the mode selector switch 511c and the changeover switch 525 to the normal mode. When discharging is stopped in the independent operation mode, the display of the EVPS box 520 may prompt the user to return the mode selector switch 511c and the changeover switch 525 to the normal mode.

[0047] Fig. 2 is a circuit configuration diagram of a power supply system according to this embodiment. Referring to Fig. 2 together with Fig. 1, a distribution board 110 includes a trunk 111, a switching device 112, overcurrent circuit breakers 113 and 114, and an earth leakage circuit breaker 115. The trunk 111 receives power from a power system PG, and distributes the power to an electric circuit (charging circuit) toward the vehicle 200 and an electric circuit toward the switching device 112. The trunk 111 is electrically connected to the switching device 112 via a single-phase three-wire wiring L40A.

[0048] The discharge assembly 500 is provided with a charging path that connects the first end P51 (inlet 210) and the second end P52. The charging path is connected to the distribution board 110 in the building 100 via a single-phase two-wire wiring L30. The single-phase two-wire wiring L30 is electrically connected to the main 111 in the distribution board 110 via a single-phase two-wire wiring L40B. A ground fault circuit interrupter 115 is disposed in the single-phase two-wire wiring L40B. AC power from the power system PG is input to the charging path via the ground fault circuit interrupter 115. The ground fault circuit interrupter 115 is configured to cut off the connection of the charging path when a ground fault is detected. The ground fault circuit interrupter 115 corresponds to a charging ground fault circuit interrupter. In this embodiment, a ground fault circuit interrupter with an overcurrent protection function is adopted as the ground fault circuit interrupter 115. The ground fault circuit interrupter 115 is a high-sensitivity, high-speed ground fault circuit interrupter.

[0049] The EVPS box 520 includes a switchgear 521 , an alarm device 522 , a conversion device 523 , a ground fault circuit interrupter 524 , a changeover switch 525 , a PCS 526 , a protection device 527 , a switchgear 531 , and a control device 532 .

[0050] The switching device 531 is disposed in the charging path. The switching device 531 is configured to switch between connection and disconnection of the charging path. The switching device 531 corresponds to a charging switching device. The switching device 531 is interlocked so as not to connect (close) the charging path while the switching device 521 connects the discharging path (during discharging).

[0051] The control device 532 is configured to exchange control signals with the ECU 250 of the vehicle 200. The control device 532 performs data communication (for example, CPLT and HLC) with the ECU 250. The control device 532 may be a computer having a processor. The control device 532 is configured to control the opening and closing device 531. The control device 532 connects (closes) the charging path by the opening and closing device 531 only when a state for charging is established by communication with the vehicle 200, and cuts (opens) the charging path by the opening and closing device 531 in other states. In addition, when at least one of the control signal and the data communication is not normal, the control device 532 cuts off the charging path by the opening and closing device 531. The control device 532 performs not only charging control but also discharging control by communication with the vehicle 200.

[0052] The discharge assembly 500 is provided with a discharge path (hereinafter also referred to as a "common discharge path") that connects the first end P51 (inlet 210) and the changeover switch 525. The switch device 521 is configured to switch between connection / disconnection of the common discharge path. The switch device 521 corresponds to a discharging switch device. The switch device 521 is interlocked so as not to connect (close) the common discharge path while the switch device 531 connects the charging path (during charging).

[0053] The alarm device 522 is disposed between the switching device 521 and the conversion device 523, and is configured to notify of an abnormality, for example, by displaying an abnormality or issuing an alarm, when a ground fault on the vehicle 200 side is detected.

[0054] The converter 523 is configured to convert an electric line connected to the vehicle 200 into an indoor electric line for the building 100. The converter 523 corresponds to an indoor electric line converter. In this embodiment, the converter 523 includes an isolation transformer. The electric line is grounded at a single point in any case of a normal connection state. In this embodiment, a high resistance neutral grounding method is adopted.

[0055] Earth leakage circuit breaker 524 is disposed between conversion device 523 and changeover switch 525, and is configured to cut off the common discharge path when a ground fault and leakage current are detected on the building 100 side. Earth leakage circuit breaker 524 corresponds to a discharge earth leakage circuit breaker. In this embodiment, an earth leakage circuit breaker with an overcurrent protection function is adopted as earth leakage circuit breaker 524. Earth leakage circuit breaker 524 is a highly sensitive, high-speed earth leakage circuit breaker. In this embodiment, conversion device 523 and earth leakage circuit breaker 524 are housed in the same housing.

[0056] The changeover switch 525 is configured to switch between an independent operation mode discharge path (hereinafter also referred to as a "first discharge path") and a normal mode discharge path (hereinafter also referred to as a "second discharge path"). The first and second discharge paths are electric paths that connect the changeover switch 525 and the second end P52 via different routes. In this embodiment, the changeover switch 525 is operated by a user. The changeover switch 525 connects only the discharge path (either the first discharge path or the second discharge path) selected by the user.

[0057] The first discharge path is directly connected to the distribution board 110 in the building 100 via the single-phase three-wire wiring L10. Therefore, the power supplied from the vehicle 200 to the indoor electric circuit side via the converter 523 is output as is to the building 100 side.

[0058] The second discharge path is connected to the distribution board 110 in the building 100 via a single-phase three-wire wiring L20. A PCS 526 and a protection device 527 are provided in the single-phase three-wire wiring L20. When connected to the grid, AC power supplied from the vehicle 200 is supplied to the distribution board 110 via the PCS 526 and the protection device 527. The PCS 526 includes a power conversion circuit such as an isolation transformer. The protection device 527 includes a protection relay. The protection device 527 also has a reverse power detection function.

[0059] In this embodiment, the second end P52 of the discharge assembly 500 and the building 100 are connected by the above-mentioned single-phase three-wire wiring L10, L20 and single-phase two-wire wiring L30. The power system PG supplies charging power to the second end P52 of the discharge assembly 500 via the distribution board 110. In detail, AC power is output from the distribution board 110 to the charging path (single-phase two-wire wiring L30). In addition, at the second end P52 of the discharge assembly 500, AC power is output from each of the first discharge path (single-phase three-wire wiring L10) and the second discharge path (single-phase three-wire wiring L20) to the distribution board 110. Hereinafter, the AC power output from the first discharge path to the distribution board 110 is referred to as the "first AC output", and the AC power output from the second discharge path to the distribution board 110 is referred to as the "second AC output".

[0060] The first AC output is input to a switching device 112 of a distribution board 110. Furthermore, AC power from a power system PG is input to the switching device 112 through a single-phase three-wire wiring L40A. An overcurrent breaker 114 is disposed in the single-phase three-wire wiring L40A. The overcurrent breaker 114 cuts off an electric circuit when it detects an overcurrent. The switching device 112 is configured to switch between the power from the power system PG and the first AC output (standalone power source) from the discharge assembly 500. The switching device 112 has a physical structure that prevents both contacts from being turned ON at the same time so that the first AC output (standalone power source) does not flow into the power system PG. In this embodiment, the switching device 112 is operated by a user.

[0061] The second AC output is input to the single-phase three-wire wiring L40A via the overcurrent circuit breaker 113 of the distribution board 110. The overcurrent circuit breaker 113 is configured to protect the output of the PCS 526 and the wiring of the distribution board 110. The overcurrent circuit breaker 113 cuts off the electric circuit when it detects an overcurrent. In the normal mode, the second discharge path is connected. As a result, the vehicle 200 is connected (system-connected) to the power system PG via the discharge assembly 500 and the distribution board 110, and energy management is performed by the second AC output.

[0062] FIG. 3 is a diagram showing a configuration around the switching device 112. Referring to FIG. 3 together with FIG. 2, the single-phase three-wire wiring L10 and the single-phase three-wire wiring L40A are connected to the switching device 112. The single-phase three-wire wiring L10 includes a voltage line L11, a voltage line L12, and a neutral line L13. The voltage line L11, the voltage line L12, and the neutral line L13 are examples of the "first voltage line", the "second voltage line", and the "neutral line" according to the present disclosure, respectively. The single-phase three-wire wiring L40A includes a voltage line L41, a voltage line L42, and a neutral line L43. The switching device 112 is connected to the first to third outlets To1 to To3 via the single-phase three-wire wiring L50. The single-phase three-wire wiring L50 includes a voltage line L51, a voltage line L52, and a neutral line L53. The first to third outlets To1 to To3 are installed within a building 100, for example.

[0063] The switching device 112 is configured to connect one of a first power path that outputs power input from the discharge assembly 500 (more specifically, power input from the vehicle 200 via the discharge assembly 500) and a second power path that outputs power input from the power system PG and cut off the other. The switching device 112 connects only the power path (either the first power path or the second power path) selected by the user. Before executing the independent operation mode, the user connects the first power path by the switching device 112. Also, before executing the normal mode, the user connects the second power path by the switching device 112. When the operation mode is switched by the mode switching switch 511c, a display of the EVPS box 520 may prompt the user to switch the switching device 112.

[0064] The switching device 112 connecting the first power path means that the single-phase three-wire wiring L10 and the single-phase three-wire wiring L50 are electrically connected by the switching device 112. When the switching device 112 connects the first power path, the power input from the discharge assembly 500 to the switching device 112 is output from the switching device 112 to the first to third outlets To1 to To3. Moreover, the switching device 112 connecting the second power path means that the single-phase three-wire wiring L40A and the single-phase three-wire wiring L50 are electrically connected by the switching device 112. When the switching device 112 connects the second power path, the power input from the power system PG to the switching device 112 is output from the switching device 112 to the first to third outlets To1 to To3.

[0065] The switching device 112 is configured to output power of AC 100V and AC 200V through the voltage lines L51, L52 and the neutral line L53. When the switching device 112 connects the first power path or the second power path, a voltage of AC 100V is applied between the voltage line L51 and the neutral line L53, and a voltage of AC 100V is applied between the voltage line L52 and the neutral line L53 by AC power supplied from the vehicle 200 (discharge assembly 500) or the power system PG.

[0066] Regarding the first to third outlets To1 to To3, the outlet terminals (blade receivers) electrically connected to the voltage line L51, the voltage line L52, and the neutral line L53 are denoted as "L1", "L2", and "PE", respectively. As shown in FIG. 3, the first outlet To1 has L1 (first voltage terminal), L2 (second voltage terminal), and PE (ground terminal). The second outlet To2 has one L1 (voltage terminal) and two PE (ground terminals). The third outlet To3 has one L2 (voltage terminal) and two PE (ground terminals). The first outlet To1 outputs AC200V between L1 and L2. The second outlet To2 outputs AC100V between L1 and PE. The third outlet To3 outputs AC100V between L2 and PE. The first outlet To1 may be a single-phase AC200V outlet with a rated voltage of 250V and a rated current of 20A. Each of the second outlet To2 and the third outlet To3 may be a single-phase 100V AC outlet with a rated voltage of 125V and a rated current of 15A.

[0067] As described above, AC100V / AC200V can be output by the single-phase three-wire wiring L50. The first to third outlets To1 to To3 can function as a power source for the power load 700 shown in FIG. 1. For example, an electric device with a drive voltage of 200V can be driven by using the first outlet To1. An electric device with a drive voltage of 100V can be driven by using the second outlet To2 or the third outlet To3. It is also possible to drive a plurality of types of electric devices with different drive voltages by using a plurality of outlets simultaneously. In the power supply system according to this embodiment, the second end P52 of the discharge assembly 500 and the building 100 are connected by the single-phase three-wire wiring L10. Therefore, even if the power system PG stops supplying the single-phase AC power of 100V / 200V to the distribution board 110, the first to third outlets To1 to To3 can receive the single-phase AC power of 100V / 200V from the vehicle 200.

[0068] 1 again, charging / discharging device 220 is configured to charge battery 230. Specifically, charging / discharging device 220 is configured to convert AC power supplied to inlet 210 from outside the vehicle into DC power (AC / DC conversion), and output the DC power to battery 230. Furthermore, charging / discharging device 220 is configured to discharge the power of battery 230 to the outside of the vehicle. Specifically, charging / discharging device 220 is configured to convert DC power supplied from battery 230 into AC power (DC / AC conversion), and output the AC power to inlet 210.

[0069] FIG. 4 is a diagram showing a configuration around the charging / discharging device 220. Referring to FIG. 4, a system main relay (SMR) 231 is provided between the charging / discharging device 220 and the battery 230. The SMR 231 is configured to switch between connection and disconnection of an electric path connecting the charging / discharging device 220 and the battery 230. When power is exchanged between the inlet 210 and the battery 230, the SMR 231 is set to a closed state (connected state) by the ECU 250. The battery 230 is provided with a battery management system (BMS) 232. 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 acquire the state of the battery 230 (for example, temperature, current, voltage, SOC (State Of Charge), and internal resistance) based on the output of the BMS 232.

[0070] The inlet 210 is disposed in an opening 211 provided in the vehicle body. A lid 212 is provided to open and close the opening 211. The lid 212 is configured to be able to open and close the opening 211 by being connected to the vehicle body via an opening and closing mechanism 213 (for example, a hinge). The inlet 210 is used with the lid 212 open. With the lid 212 closed, the lid 212 covers the opening 211 (including the inlet 210), thereby prohibiting use of the inlet 210. The inlet 210 according to this embodiment is an AC inlet. That is, when the battery 230 is charged using the inlet 210, AC power is input to the inlet 210 from outside the vehicle.

[0071] The ECU 250 is configured to control the charging / discharging device 220. The ECU 250 may be a computer. The ECU 250 includes a processor 251, a random access memory (RAM) 252, a storage device 253, and a timer 254. In this embodiment, the processor 251 executes a program stored in the storage device 253 in the ECU 250, thereby performing various controls in the vehicle 200. However, the various controls in the vehicle 200 are not limited to being performed by software, and may also be performed by dedicated hardware (electronic circuits). The number of processors included in the ECU 250 is arbitrary, and a processor may be provided for each predetermined control.

[0072] Charging / discharging device 220 includes AC inverter 221A, AC inverter 221B, and charger 222, which are connected in parallel to each other between inlet 210 and battery 230. AC inverters 221A and 221B may be housed in separate housings, or may be housed together in the same housing.

[0073] A discharge relay 223A is provided between the AC inverter 221A and the inlet 210. The discharge relay 223A is configured to switch between connection and disconnection of a discharge path from the AC inverter 221A to the inlet 210. Furthermore, a discharge relay 223B is provided between the AC inverter 221B and the inlet 210. The discharge relay 223B is configured to switch between connection and disconnection of a discharge path from the AC inverter 221B to the inlet 210. Hereinafter, when no distinction is made, each of the AC inverters 221A and 221B will also be referred to as an "AC inverter 221."

[0074] Fig. 5 is a diagram showing an example of a circuit configuration of AC inverter 221. Referring to Fig. 5 together with Fig. 4, AC inverter 221 includes inverters 11-13 and an insulation circuit 14. Each of inverters 11-13 includes a full bridge circuit including four switching elements. Inverter 13, which is located closest to inlet 210 among inverters 11-13, further includes two reactors and one smoothing capacitor. Each switching element included in inverters 11-13 is controlled by ECU 250. Insulation circuit 14 is an insulation transformer including a first coil 14a and a second coil 14b.

[0075] Inverter 11 converts DC power input from battery 230 into high-frequency AC power. Isolation circuit 14 transforms the output (AC power) of inverter 11 at a ratio according to the coil winding ratio and transmits it to inverter 12. Inverter 12 rectifies the AC power received from isolation circuit 14 and outputs it to inverter 13. Inverter 13 converts the DC power received from inverter 12 into AC power of a predetermined frequency and outputs it to inlet 210.

[0076] As described above, the AC inverter 221 is configured to convert DC power input from the battery 230 side into AC power of a predetermined frequency and output it to the inlet 210 side. Note that the circuit configuration shown in FIG. 5 is an example and can be changed as appropriate. Any circuit configuration may be adopted from among known in-vehicle inverters. The in-vehicle inverter is a device that is built into a vehicle and converts DC power from an in-vehicle battery for driving into AC power and supplies AC power to electrical devices. The AC inverter 221 may be configured to be capable of bidirectional power conversion between the battery 230 and the inlet 210, or may be configured to be capable of power conversion only in one direction (from the battery 230 to the inlet 210).

[0077] Referring again to FIG. 4, the AC inverters 221A and 221B are provided with monitoring units 224A and 224B, respectively. The monitoring units 224A and 224B include various sensors for detecting the states (e.g., voltage, current, and temperature) of the AC inverters 221A and 221B, respectively, and output the detection results to the ECU 250. The ECU 250 controls the AC inverters 221A and 221B based on the outputs of the monitoring units 224A and 224B. This adjusts the power output from each inverter to the inlet 210 (i.e., the discharge power of the charging / discharging device 220). The ECU 250 may be configured to monitor the current of each of the AC inverters 221A and 221B, and to perform current limitation on an inverter whose current is likely to exceed a predetermined allowable current value (e.g., 15A). Details of the wiring between each inverter and the inlet 210 will be described later (see FIG. 7).

[0078] The ECU 250 can disconnect the AC inverters 221A and 221B from the inlet 210 by turning off the discharge relays 223A and 223B. In this embodiment, a discharge relay is provided for each inverter. Therefore, each inverter can be individually disconnected from the inlet 210. When a discharge relay is turned off, discharging from the inverter corresponding to that discharge relay to the inlet 210 is prohibited. The number of discharge relays is arbitrary. The discharge relays may be arranged to disconnect a plurality of inverters from the inlet collectively.

[0079] Each of the AC inverters 221A and 221B may be configured to adjust the frequency of the AC power so that AC power having a frequency set initially (for example, at the time of shipment) is output. Alternatively, the ECU 250 may control the AC inverters 221A and 221B based on the position of the vehicle 200 so that AC power having an appropriate frequency for each region is output from each inverter. The ECU 250 may be configured so that an arbitrary frequency can be set by the user.

[0080] A charging relay 223C is provided between the charger 222 and the battery 230 (more specifically, on the charger 222 side relative to the SMR 231). The charging relay 223C is configured to switch between connection and disconnection of a charging path from the charger 222 to the battery 230. When the charging relay 223C is in a disconnected state, supply of power from the inlet 210 via the charger 222 to the battery 230 is prohibited.

[0081] FIG. 6 is a diagram showing an example of a circuit configuration of the charger 222. Referring to FIG. 6 together with FIG. 4, the charger 222 includes inverters 21-23 and an insulation circuit 24. Each of the inverters 21-23 includes a full bridge circuit including four switching elements. The inverter 21, which is located closest to the inlet 210 among the inverters 21-23, further includes a filter circuit 21a and a smoothing capacitor 21b. The filter circuit 21a removes high-frequency noise included in the AC power. Each switching element included in the inverters 21-23 is controlled by the ECU 250. The insulation circuit 24 is an insulation transformer including a first coil 24a and a second coil 24b.

[0082] Inverter 21 rectifies AC power input from inlet 210 and outputs it to inverter 22. Inverter 22 converts DC power received from inverter 21 into high-frequency AC power. Isolation circuit 24 transforms the output (AC power) of inverter 22 at a ratio according to the coil winding ratio and transmits it to inverter 23. Inverter 23 rectifies the AC power received from isolation circuit 24 and outputs it to battery 230.

[0083] As described above, the charger 222 is configured to convert AC power input from the inlet 210 side into DC power and output it to the battery 230 side. Note that the circuit configuration shown in FIG. 6 is an example and can be modified as appropriate. The charger 222 may be configured to be capable of bidirectional power conversion between the battery 230 and the inlet 210, or may be configured to be capable of power conversion only in one direction (from the inlet 210 to the battery 230). The charger 222 capable of bidirectional power conversion can be used as a power conversion circuit for discharging. For this reason, in a form in which the charger 222 is configured to be capable of bidirectional power conversion, one of the AC inverter 221A and the AC inverter 221B may be omitted and the charger 222 may be used instead.

[0084] 4, the charger 222 is provided with a monitoring unit 224C. The monitoring unit 224C includes various sensors that detect the state of the charger 222 (for example, voltage, current, and temperature) and outputs the detection results to the ECU 250. The ECU 250 controls the charger 222 based on the output of the monitoring unit 224C. This adjusts the power output from the charger 222 to the battery 230 (i.e., the charging power of the battery 230).

[0085] 1, the first end P51 (the tip of the discharge connector 511) of the discharge assembly 500 has a connector terminal on an end face F1. The end face F1 of the first end P51 corresponds to a face (connection face) that is connected to the inlet 210 of the vehicle 200. The connector terminals provided on the end face F1 include a terminal L1, a terminal L2, a terminal PE, a terminal CS, and a terminal CP.

[0086] Terminals L1 and L2 correspond to two terminals to which AC power is input from vehicle 200. Terminal L1 is a HOT side terminal, and terminal L2 is a COLD side terminal. Hereinafter, terminal L1 is also referred to as "AC1" and terminal L2 is also referred to as "AC2". Terminal PE corresponds to a ground terminal (hereinafter also referred to as "GND"). Terminal CS corresponds to a terminal (hereinafter also referred to as "PISW") for detecting (proximity detection) the connector state (connected state / mated state / unmated state). Terminal CS outputs a potential signal (hereinafter also referred to as "PISW signal") indicating the connector state to vehicle 200. Terminal CP corresponds to a terminal for CPLT (hereinafter also referred to as "CPLT").

[0087] The inlet 210 has terminals corresponding to the above-mentioned terminals (terminals L1, L2, PE, CS, CP) of the discharge connector 511. In the following, in order to clarify the correspondence between the two, the terminals of the inlet 210 corresponding to the terminals L1, L2, PE, CS, CP of the discharge connector 511 are also referred to as AC1, AC2, GND, PISW, CPLT. In a state in which the discharge connector 511 and the inlet 210 are mated, the AC1, AC2, GND, PISW, CPLT of the discharge connector 511 contact the AC1, AC2, GND, PISW, CPLT of the inlet 210, respectively, and both terminals are electrically connected. The terminals of the discharge connector 511 and the mating structure with the inlet 210 may conform to Type 1 defined in the standard "IEC62196-2:2011", for example.

[0088] When the discharge connector 511 is connected to the inlet 210, the single-phase three-wire wiring of the vehicle 200 is connected to the single-phase three-wire wiring of the discharge assembly 500. Fig. 7 is a diagram showing a connection state between the vehicle 200, the discharge assembly 500, and the distribution board 110 in the autonomous operation mode.

[0089] 1 to 4 and FIG. 7, the vehicle 200 includes a single-phase three-wire wiring L60 (i.e., a voltage wire L61, a voltage wire L62, and a neutral wire L63) connected to AC1, AC2, and GND of the inlet 210. The discharge assembly 500 also includes a single-phase three-wire wiring L70 (i.e., a voltage wire L71, a voltage wire L72, and a neutral wire L73) connected to AC1, AC2, and GND of the discharge connector 511 (first end P51). When the discharge connector 511 is connected to the inlet 210, the single-phase three-wire wiring L60 of the vehicle 200 is connected to the single-phase three-wire wiring L70 of the discharge assembly 500 via AC1, AC2, and GND.

[0090] In the vehicle 200, AC1 and GND of the inlet 210 are connected to the AC inverter 221A via the voltage line L61 and the neutral line L63, respectively. AC2 and GND of the inlet 210 are connected to the AC inverter 221B via the voltage line L62 and the neutral line L63, respectively. Furthermore, the GND of the inlet 210 is grounded to the body of the vehicle 200 (body earth) via the neutral line L63. Single-phase AC power is supplied to the single-phase three-wire wiring L60 from the AC inverters 221A and 221B, and the single-phase AC power supplied to the single-phase three-wire wiring L60 is transmitted to the single-phase three-wire wiring L70 via AC1, AC2, and GND.

[0091] In the discharge assembly 500, the single-phase three-wire wiring L70 connects the discharge connector 511 (first end P51) and the conversion device 523. The conversion device 523 converts the single-phase three-wire wiring L70 connected to the vehicle 200 into the single-phase three-wire wiring L10 (indoor electric circuit). The single-phase three-wire wiring L70 and the single-phase three-wire wiring L10 are insulated by the conversion device 523. However, the AC power supplied to the single-phase three-wire wiring L70 is transmitted to the single-phase three-wire wiring L10 via the conversion device 523. In this embodiment, the conversion device 523 does not perform a transform. However, this is not limited, and the conversion device 523 may be configured to perform a transform. The conversion device 523 may also include a filter circuit.

[0092] In the independent operation mode, the conversion device 523 is electrically connected to the switching device 112 in the distribution board 110 via the single-phase three-wire wiring L10. Each of the AC inverters 221A and 221B is configured to receive DC power from the battery 230 (FIG. 4) and output AC power to the inlet 210 side. A first AC power is output from the battery 230 via the AC inverter 221A between AC1 and GND in the inlet 210. A second AC power is output from the battery 230 via the AC inverter 221B between AC2 and GND in the inlet 210. The first AC power and the second AC power are input to the first end P51 of the discharge assembly 500 from the inlet 210 connected to the first end P51. The first AC power and the second AC power are input to the first end P51 from the inlet 210 and transmitted to the conversion device 523 via the single-phase three-wire wiring L70. Furthermore, the first AC power and the second AC power are transmitted to the single-phase three-wire wiring L10 by the conversion device 523, and transmitted through the single-phase three-wire wiring L10 to the second end P2 and further to the switching device 112. In the independent operation mode according to this embodiment, a voltage of AC 100 V is applied between the voltage line L11 and the neutral line L13 by the first AC power, and a voltage of AC 100 V is applied between the voltage line L12 and the neutral line L13 by the second AC power.

[0093] FIG. 8 is a diagram showing a schematic circuit configuration of the discharge assembly 500 and the inlet 210. Referring to FIG. 8 together with FIGS. 1 to 4, in the vehicle 200, a reference voltage is applied between the vehicle body (ground) and the signal line L64, and the signal line L64 is connected to the PISW. Then, the PISW signal (PISW potential) is input to the ECU 250 via the signal line L64. When the discharge connector 511 (first end P51) and the inlet 210 are electrically connected, a closed circuit (hereinafter also referred to as a "PISW circuit") is formed so that the PISW and the GND are connected via a circuit of the discharge assembly 500 (for example, a detection circuit 540A or 540B described later). This causes the potential of the PISW to change. Even if the discharge assembly 500 does not have a power source, the PISW signal is generated by the PISW circuit. The ECU 250 can determine the connector state based on the PISW signal (PISW potential).

[0094] The discharge assembly 500 includes detection circuits 540A and 540B and switches S3A and S3B. The switch S3A is configured to switch between connection / disconnection between the control device 532 and the CPLT. The switch S3B is configured to switch between the detection circuit 540A and the detection circuit 540B. The detection circuit connected to the PISW circuit is switched by the switch S3B. The switches S3A and S3B are linked to a mode changeover switch 511c. The switches S3A and S3B are linked to each other and operate together.

[0095] When the independent operation mode is selected by the mode changeover switch 511c, the switch S3A disconnects the control device 532 from the CPLT, and the switch S3B connects the detection circuit 540A. As a result, PISW and GND are electrically connected via the detection circuit 540A. On the other hand, when the normal mode is selected by the mode changeover switch 511c, the switch S3A connects the control device 532 to the CPLT, and the switch S3B connects the detection circuit 540B. As a result, the control device 532 and the CPLT are electrically connected via the signal line L75, and the signal line L74 connected to PISW is electrically connected to the neutral line L73 (GND) via the detection circuit 540B. In the vehicle 200, the CPLT is connected to the ECU 250 via the signal line L65. The signal line L65 is provided with a CPLT circuit 650. The CPLT circuit 650 includes a switch controlled by the ECU 250. The ECU 250 can transmit a CPLT signal generated by the CPLT circuit 650 to the control device 532. The electrical connection between control device 532 and the CPLT enables data communication (CPLT) between control device 532 and ECU 250.

[0096] The detection circuit 540A includes electrical resistances R1A, R2A, R3A and switches S1A, S2A. The signal line L74 branches from PISW through the electrical resistance R1A into two branch paths L741A and L742A, and the branch paths L741A and L742A join and are connected to the switch S3B. The electrical resistance R2A is disposed in the branch path L741A, and the electrical resistance R3A and the switch S1A are disposed in the branch path L742A. The electrical resistance R2A and the electrical resistance R3A are disposed in parallel. The electrical resistance R3A and the switch S1A are disposed in series. The switch S2A is disposed in parallel to the electrical resistance R3A.

[0097] The detection circuit 540B includes electrical resistors R1B and R2B and a switch S1B. The signal line L74 branches from PISW through the electrical resistor R1B into two branch paths L741B and L742B, and the branch paths L741B and L742B join together and are connected to the switch S3B. The electrical resistor R2B is disposed in the branch path L741B, and the switch S1B is disposed in the branch path L742B.

[0098] Each of the switches S1A and S1B opens and closes in conjunction with an unlatch button 511a (FIG. 1) of the discharge assembly 500. Each of the switches S1A and S1B is in a closed state (conductive state) when the unlatch button 511a is not pressed, and in an open state (interrupted state) when the unlatch button 511a is pressed. The switch S2A opens and closes in conjunction with a discharge start switch 511b (FIG. 1) of the discharge assembly 500. The switch S2A is in a closed state (conductive state) when the discharge start switch 511b is OFF, and in an open state (interrupted state) when the discharge start switch 511b is ON. In this embodiment, while the user is pressing the discharge start switch 511b, the discharge start switch 511b is ON, and when the user releases the discharge start switch 511b, the discharge start switch 511b is OFF. When the user is not operating either the latch release button 511a or the discharge start switch 511b, the switches S1A, S1B, and S2A are all in a closed state, i.e., each of the switches S1A, S1B, and S2A corresponds to a normally-on type switch.

[0099] The detection circuits 540A and 540B function as circuits for determining the operation mode of the power supply system. In detail, the detection circuits 540A and 540B have different resistance values ​​(combined resistance). As shown in FIG. 8, the electric resistances R1A, R2A, and R3A in the detection circuit 540A have resistance values ​​of 20Ω, 460Ω, and 20Ω, respectively. On the other hand, the electric resistances R1B and R2B in the detection circuit 540B have resistance values ​​of 150Ω and 330Ω, respectively, as shown in FIG. 8. The potential of PISW is different when the detection circuit 540A is connected to the PISW circuit and when the detection circuit 540B is connected to the PISW circuit. Therefore, the ECU 250 can determine the operation mode (independent operation mode / normal mode) of the power supply system selected by the mode changeover switch 511c based on the PISW signal (PISW potential). In this embodiment, the resistance value of detection circuit 540B connected in the normal mode is set to the same as the resistance value in the charging connector defined in the standard "IEC61851-1:2010 Annex B." By using a common resistance value in the energy management mode, even if charging / discharging is switched in the energy management mode, manual operation by the user (for example, an operation to switch between charging mode and discharging mode) is not required, and the EVPS can automatically perform energy management.

[0100] Each of the detection circuits 540A and 540B also functions as a circuit (proximity detection circuit) for determining whether the discharge connector 511 (first end P51) is in a connected state / mated state / unmated state. When the switches S1A, S1B, and S2A are in an open state, the resistance value (combined resistance) of the detection circuits 540A and 540B increases compared to when the switches S1A, S1B, and S2A are in a closed state, and the potential of PISW also increases accordingly. The ECU 250 can determine the respective states of the switches S1A, S1B, and S2A (and thus the respective states of the latch release button 511a and the discharge start switch 511b) based on the PISW signal (PISW potential).

[0101] In the discharge assembly 500, the latch release button 511a functions as a switch for stopping discharge from the vehicle 200. In addition, in the independent driving mode, the discharge start switch 511b functions as a switch for starting discharge from the vehicle 200.

[0102] In the independent operation mode, when the user performs a predetermined operation on the discharge start switch 511b while the connector state is in the connected state, the vehicle 200 (ECU 250) recognizes the start of discharge and starts discharging. In this embodiment, discharging starts when the user turns on the discharge start switch 511b twice. If the latch release button 511a is pressed during discharging and the connector state becomes the mated state or the unmated state, the vehicle 200 (ECU 250) recognizes the stop of discharging and stops discharging.

[0103] 9 is a time chart showing a sequence of starting (starting discharge) and stopping (stopping discharge) of the discharge assembly 500 in the independent operation mode. In FIG. 9, a line D1 indicates the potential of PISW, and a line D2 indicates the AC power output from the inlet 210 to the discharge assembly 500 side.

[0104] 1 to 4, referring to FIG. 9 as well as FIG. 1 to 4, when the user inserts the discharge connector 511 into the inlet 210 while pressing the latch release button 511a, the connector state changes from the unmated state to the mated state, and the potential of PISW drops. Thereafter, when the user releases the latch release button 511a, the connector state changes from the mated state to the connected state, and the potential of PISW drops further. When a predetermined time (for example, 500 ms) has elapsed since the connector state became the connected state, the operation of the discharge start switch 511b becomes valid. Then, when the user turns the discharge start switch 511b to the ON state, the potential of PISW rises. Thereafter, when the user returns the discharge start switch 511b to the OFF state, the potential of PISW also returns. When the user operates the discharge start switch 511b in the order shown in FIG. 9, that is, in the order of ON, OFF, ON, OFF, while the connector state is the connected state, the ECU 250 recognizes the start of discharge based on the potential of PISW and starts discharging. In order to prevent malfunction due to noise, the ECU 250 recognizes the discharge start switch 511b as valid when a voltage corresponding to the ON / OFF operation continues for a predetermined time (for example, 50 ms to 3000 ms).

[0105] Discharge from the vehicle 200 is executed by the ECU 250. Specifically, the ECU 250 controls the charge / discharge device 220 so that the above-mentioned first AC power and second AC power are output from the inlet 210 to the discharge assembly 500 side. Also, during discharge, the SMR 231 (FIG. 4) is controlled to be in a closed state. A period Ts from the discharge start operation to the start of discharge can be set arbitrarily. The ECU 250 may execute a predetermined process (for example, a pre-discharge inspection such as a disconnection check) during the period Ts. The SMR 231 may be switched from an open state to a closed state during the period Ts.

[0106] When the latch release button 511a is pressed during discharging, the connector state changes from the connected state to the mated state, and the potential of the PISW rises. When the connector state changes to the mated state, the ECU 250 recognizes the stop of discharge based on the potential of the PISW, and stops the discharge. The period Te from the discharge stop operation to the stop of discharge may be a period specified in the standard "IEC61851-1."

[0107] 1 to 4 and FIG. 8, the PISW signal (PISW potential) indicates the required voltage value of the discharge connector electrically connected to the inlet 210, in addition to the connector state and switch state described above. Specifically, the inlet 210 is configured to be connectable to a plurality of types of discharge connectors. In this embodiment, in addition to the above-described discharge assembly 500, a discharge assembly 500A described below can also be connected to the inlet 210. The required voltage values ​​of the discharge assembly 500 and the discharge assembly 500A are different. The required voltage value of the discharge assembly 500 is 200V, and the required voltage value of the discharge assembly 500A is 100V. Hereinafter, the discharge assembly 500 and the discharge assembly 500A are also referred to as the "200V connector" and the "100V connector", respectively.

[0108] 10 is a diagram for explaining the 100V connector. The following describes the 100V connector, focusing on the differences from the 200V connector.

[0109] Referring to FIG. 10, the discharge assembly 500A has a discharge connector 511 (first end P51A) and a second end P52A. AC1 and AC2 of the first end P51A are connected to the voltage lines L71A and L72A, respectively. The GND of the first end P51A is connected to the ground line L73A. When the discharge connector 511 of the discharge assembly 500A is connected to the inlet 210, the voltage lines L61 and L62 of the vehicle 200 are connected to the voltage lines L71A and L72A of the discharge assembly 500A, respectively. In the discharge assembly 500A, the voltage lines L71A and L72A connect the discharge connector 511 and the converter 523A. The converter 523A converts the voltage lines L71A and L72A connected to the vehicle 200 into a single-phase two-wire wiring L10A (indoor electrical circuit). A second end P52A of the discharge assembly 500A and the distribution board 110A are connected by a single-phase two-wire wiring L10A.

[0110] In the independent operation mode, the conversion device 523A is electrically connected to the switching device 112A in the distribution board 110A via the single-phase two-wire wiring L10A. Then, the ECU 250, which recognizes that the discharge assembly 500A is connected to the inlet 210, controls the AC inverters 221A and 221B so that 100V single-phase AC power is output between the voltage line L11A and the voltage line L12A. The 100V single-phase AC power is transmitted to the switching device 112A via the single-phase two-wire wiring L10A. The switching device 112A outputs the 100V single-phase AC power to a single-phase two-wire outlet To4 installed in the building 100. Regarding the outlet To4, the outlet terminals electrically connected to the voltage line L11A and the voltage line L12A are denoted as "L1" and "L2", respectively. The outlet To4 includes L1, L2, and a ground terminal. Outlet To4 outputs 100V single-phase AC power between L1 and L2.

[0111] FIG. 11 is a diagram showing a schematic circuit configuration of a 100V connector. Referring to FIG. 11, the discharge assembly 500A includes a detection circuit 540C instead of the detection circuit 540A (FIG. 8). When the discharge assembly 500A is connected to the inlet 210 and the independent operation mode is selected by the mode change switch 511c, the detection circuit 540C is connected to the PISW circuit. The detection circuit 540C includes electrical resistors R1C, R2C, and R3C and switches S1C and S2C. The switches S1C and S2C are opened and closed in conjunction with the latch release button 511a and the discharge start switch 511b, respectively. The detection circuit 540C basically has a configuration similar to that of the detection circuit 540A shown in FIG. 8, but differs from the detection circuit 540A in the following points.

[0112] The detection circuits 540A and 540C have different resistance values. As shown in FIG. 11, in the detection circuit 540C, the electrical resistors R1C, R2C, and R3C have resistance values ​​of 39 Ω, 430 Ω, and 51 Ω, respectively. The resistance values ​​in the detection circuits 540A and 540C are set according to a potential map M2 described later. In addition, the electrical resistors included in the detection circuits 540A and 540C are set to resistance values ​​different from the electrical resistance in the charging connector defined in the standard "IEC61851-1:2010 AnnexB". In this way, the ECU 250 can distinguish between the charging connector and the discharging connector based on the PISW signal (PISW potential).

[0113] In the detection circuit 540C, the switch S1C is a normally-on switch, and the switch S2C is a normally-off switch. The switch S2C is in a closed state when the discharge start switch 511b is ON, and in an open state when the discharge start switch 511b is OFF.

[0114] 12 is a time chart showing the sequence of starting (starting discharge) and stopping (stopping discharge) of the 100V connector. In FIG. 12, line D1A shows the potential of PISW, and line D2A shows the AC power output from inlet 210 to the discharge assembly 500A side.

[0115] 12 together with FIGS. 10 and 11, the sequence of the discharge assembly 500A is basically the same as the sequence of the discharge assembly 500 shown in FIG. 9. However, when the user turns the discharge start switch 511b to the ON state, the potential of PISW drops. When the user returns the discharge start switch 511b to the OFF state, the potential of PISW also returns to the original state. When the connector state is the connected state, if the user operates the discharge start switch 511b in the order shown in FIG. 12, that is, ON, OFF, ON, OFF, the ECU 250 recognizes the start of discharge based on the potential of PISW and starts discharge.

[0116] Fig. 13 is a diagram for explaining the PISW signal (PISW potential). Referring to Fig. 13, a potential map M1 relating to the PISW potential indicates a judgment value for each potential range defined in the charging standard "IEC61851-1". In the range of 0 to 4.7V, connector states such as a connected state, a mated state, and an unmated state are defined as judgment values ​​for potential ranges of 1.359 to 1.639V, 2.553 to 2.944V, and 4.301 to 4.567V, respectively. Potential ranges other than these are undefined.

[0117] The potential map M2 relating to the PISW potential is a control map used in control, and is stored in the storage device 253 of the ECU 250 shown in FIG. 4. In the potential map M2, the connector state, switch state, and required voltage value of the discharge connector, and the operation mode of the power supply system are defined for each potential range. When the discharge connector is electrically connected to the inlet 210, the ECU 250 can obtain the connector state, switch state, and required voltage value of the discharge connector, and the operation mode of the power supply system from the PISW signal by using the potential map M2. Furthermore, the ECU 250 can determine whether or not the discharge connector is electrically connected to the inlet 210, based on the PISW signal.

[0118] In the potential map M2, a potential range indicating that the discharge connector is connected in the independent operation mode (hereinafter also referred to as the "first connection range") is assigned to a potential range of 0.0 to 1.2 V. A potential range indicating that the discharge connector is connected in the normal operation mode (hereinafter also referred to as the "second connection range") is assigned to a potential range of 1.2 to 2.0 V. Hereinafter, unless otherwise specified, the first connection range and the second connection range will each be referred to as the "connection range".

[0119] A potential range indicating that the discharge connector is in a mated state (hereinafter also referred to as the "mated range") is assigned to a potential range of 2.0 to 3.5 V. A potential range indicating that the discharge connector is in an unmated state (hereinafter also referred to as the "unmated range") is assigned to a potential range of 3.5 to 4.7 V.

[0120] In the potential map M2, a first connection range is assigned to the potential range of 0.0 to 1.2 V, which is undefined in the charging standard "IEC 61851-1." This makes it easier for the ECU 250 to distinguish between a charging connector and a discharging connector. The first connection range is further divided into three potential ranges (0.0 to 0.4 V / 0.4 to 0.7 V / 0.7 to 1.2 V) described below.

[0121] A potential range indicating that the required voltage value of the discharge connector connected to the inlet 210 is 200 V (hereinafter also referred to as the "200 V range") is assigned to the potential range of 0.0 to 0.4 V. The PISW potential belonging to the 200 V range means that the discharge connector connected to the inlet 210 is a 200 V connector. A potential range indicating that the required voltage value of the discharge connector connected to the inlet 210 is 100 V (hereinafter also referred to as the "100 V range") is assigned to the potential range of 0.7 to 1.2 V. The PISW potential belonging to the 100 V range means that the discharge connector connected to the inlet 210 is a 100 V connector. Since the resistance values ​​are different between the 100 V connector (FIG. 11) and the 200 V connector (FIG. 8), the PISW potentials when each connector is connected to the inlet 210 are also different. Each of the 100V range and the 200V range indicates, in addition to the required voltage value of the discharge connector connected to the inlet 210, that the discharge start switch of the discharge connector is in the OFF state.

[0122] A potential range indicating that the discharge start switch is in the ON state (hereinafter also referred to as the "discharge start range") is assigned to the potential range of 0.4 to 0.7 V. In the 200 V connector, the switch S2A (FIG. 8) linked to the discharge start switch 511b is a normally-on type switch, so when the discharge start switch 511b changes from the OFF state to the ON state, the PISW potential rises. In the 100 V connector, the switch S2C (FIG. 11) linked to the discharge start switch 511b is a normally-off type switch, so when the discharge start switch 511b changes from the OFF state to the ON state, the PISW potential falls.

[0123] 14 is a flowchart showing a process related to the start of discharging in the independent operation mode, which is executed by the ECU 250. The process shown in this flowchart is repeatedly executed while the vehicle 200 is stopped (except during charging and discharging).

[0124] 1 to 13 and FIG. 14, in S101, ECU 250 acquires a PISW signal (PISW potential). In the following S102, ECU 250 determines whether or not a discharge connector is connected to inlet 210 based on the PISW signal. When the connector state becomes the connected state, YES is determined in S102, and the process proceeds to S103. In S103, ECU 250 determines whether or not the operation mode of the power supply system is the independent operation mode. If the operation mode of the power supply system is the normal operation mode (NO in S103), the process returns to the first step (S101). Also, if NO is determined in S102, the process returns to the first step (S101). In the normal operation mode, charge and discharge control is performed by a process mainly performed by the energy management function of the EVPS described above, instead of the process shown in FIG. 14.

[0125] When the operation mode of the power supply system is the independent operation mode (YES in S103), the process proceeds to S104. In S104, the ECU 250 determines whether the required voltage value of the discharge connector connected to the inlet 210 is 100V or 200V. Note that, before executing the independent operation mode, the user connects the first power path by the switching device 112 (FIG. 2). Therefore, in the independent operation mode, the power supplied from the vehicle 200 to the building 100 (more specifically, the single-phase three-wire wiring L10) via the discharge assembly 500 is output from the switching device 112 to the first to third outlets To1 to To3 (FIG. 3).

[0126] 13, the ECU 250 acquires the state of the inlet 210 (e.g., connector state), information on the discharge connector connected to the inlet 210 (e.g., switch state and required voltage value), and the operation mode of the power supply system (independent operation mode / normal mode) from the PISW signal acquired in S101. The ECU 250 can determine the connector state (unmated state / mated state / connected state) based on whether the PISW potential belongs to the unmated range, the mated range, or the connected range. Furthermore, the ECU 250 can determine whether the discharge start switch has been operated by the user based on whether the PISW potential belongs to the discharge start range. Furthermore, the ECU 250 can determine the required voltage value (100V / 200V) of the discharge connector based on whether the PISW potential belongs to the 100V range or the 200V range. The PISW potential belonging to the 200V range means that the discharge connector connected to the inlet 210 is a single-phase three-wire connector (the 200V connector shown in FIG. 7). The ECU 250 can determine the operation mode (independent operation mode / normal mode) of the power supply system based on whether the PISW potential belongs to the first connection range or the second connection range.

[0127] When it is determined in S104 that the required voltage value of the discharge connector is 200V, the ECU 250 determines in S111 whether or not the user has performed an AC200V discharge start operation (discharge start switch operation in the order of ON, OFF, ON, OFF shown in FIG. 9). When the user has performed an AC200V discharge start operation (YES in S111), the ECU 250 outputs 200V single-phase AC power from the inlet 210 to the 200V connector side in S112.

[0128] Specifically, the ECU 250 controls the AC inverters 221A and 221B so that a single-phase AC power of 200V is output between AC1 and AC2 of the inlet 210 shown in FIG. 7. As a result, a single-phase AC voltage of 100V / 200V is applied to the single-phase three-wire wiring L10 shown in FIG. 3. In this embodiment, each of the AC inverters 221A and 221B applies an AC voltage (AC100V) equivalent to half the required voltage value, thereby applying AC200V between AC1 and AC2. As a result, a single-phase AC voltage is applied between the voltage line L11 (first voltage line) and the neutral line L13 and between the voltage line L12 (second voltage line) and the neutral line L13 shown in FIG. 3. Then, single-phase AC power of 200V, 100V, and 100V is output to the first outlet To1, the second outlet To2, and the third outlet To3 in the building 100, respectively.

[0129] When it is determined in S104 that the required voltage value of the discharge connector is 100V, the ECU 250 determines in S121 whether or not the user has performed an AC100V discharge start operation (discharge start switch operation in the order of ON, OFF, ON, OFF shown in FIG. 12). Then, when the user has performed the AC100V discharge start operation (YES in S121), the ECU 250 outputs 100V single-phase AC power from the inlet 210 to the 100V connector side in S122.

[0130] Specifically, the ECU 250 controls the AC inverters 221A and 221B so that single-phase AC power of 100V is output between AC1 and AC2 of the inlet 210 shown in Fig. 10. In this embodiment, the ECU 250 applies AC 100V between AC1 and AC2 only with the AC inverter 221A, and applies AC 100V between AC1 and AC2 by placing the AC inverter 221B in a state where no voltage is applied (conductive state). As a result, single-phase AC power of 100V is output to the outlet To4 in the building 100. However, the present invention is not limited to this, and each of the AC inverters 221A and 221B may apply AC 100V between AC1 and AC2 by applying an AC voltage (AC 50V) equivalent to half the required voltage value.

[0131] When discharging is started in S112 or S122, the series of processes shown in FIG. 14 ends. The started discharging ends when a predetermined discharge stop condition is met. When the predetermined discharge stop condition is met, ECU 250 controls AC inverters 221A and 221B to stop discharging from inlet 210 to the discharge connector. As described above, when the connector state becomes a mated state or an unmated state during discharging, the discharge stop condition is met. In addition, when the SOC of battery 230 becomes equal to or lower than a predetermined SOC value, the discharge stop condition is also met. However, the discharge stop condition is not limited to this and can be set arbitrarily.

[0132] As described above, the power supply method according to this embodiment includes determining whether the operation mode of the power supply system is an independent operation mode (first operation mode) in which AC power is supplied from the vehicle 200 to the building 100, or a normal operation mode (second operation mode) in which AC power is supplied from the power system PG to the building 100 (S103), determining whether the discharge assembly 500 is connected to the inlet 210 provided in the vehicle 200 (S102 and S104), and, when the discharge assembly 500 is connected to the inlet 210 and the operation mode of the power supply system is the first operation mode (YES in both S102 and S103, and “200V” in S104), supplying power from the vehicle 200 to the discharge assembly 500 and supplying single-phase AC power from the discharge assembly 500 to the building 100 via the single-phase three-wire wiring L10 (S112). According to this power supply method, it is possible to supply a plurality of types of AC power with different voltages to the building 100 by using the discharge assembly 500 connected to the inlet 210 of the vehicle 200 .

[0133] In the above embodiment, the switching device 112 is operated by a user. However, the present invention is not limited to this, and the switching device 112 may switch the power path at its own discretion, not depending on an instruction from a user. For example, the switching device 112 may be configured to maintain the second power path (i.e., the power path that outputs the power supplied from the power system PG to the building 100) in a connected state while power is being supplied from the power system PG to the distribution board 110, and to cut off the second power path and connect the first power path (i.e., the power path that outputs the power supplied from the discharge assembly 500 to the building 100) when power is no longer supplied from the power system PG to the distribution board 110. Specifically, the switching device 112 may include a control circuit and an actuator that switches the power path. The control circuit of the switching device 112 may control the actuator by executing the process shown in FIG. 15 described below.

[0134] Fig. 15 is a flowchart showing a process executed by the switching device 112 according to the modified example. With reference to Fig. 15, in S201, the switching device 112 judges whether or not power is being supplied from the power system PG to the distribution board 110. For example, a power sensor (for example, a current sensor or a voltage sensor) may be installed in the main trunk 111 or the single-phase three-wire wiring L40A shown in Fig. 2. Then, the switching device 112 may judge whether or not power is being supplied from the power system PG to the distribution board 110 based on the output of the power sensor.

[0135] When power is being supplied from the power system PG to the distribution board 110 (YES in S201), the switching device 112 connects the second power path in S202. As a result, the power supplied from the power system PG to the building 100 (more specifically, the single-phase three-wire wiring L40A) is output from the switching device 112 to the first to third outlets To1 to To3 (FIG. 3). On the other hand, when power is not being supplied from the power system PG to the distribution board 110 (NO in S201), the switching device 112 connects the first power path in S203. As a result, the power supplied from the vehicle 200 to the building 100 via the discharge assembly 500 and the single-phase three-wire wiring L10 is output from the switching device 112 to the first to third outlets To1 to To3 (FIG. 3). The switching of the power path (S202 and S203) is performed by the control circuit driving the actuator. The switching device 112 may monitor the presence or absence of power supply from the power system PG to the distribution board 110 by repeatedly executing the process shown in FIG.

[0136] The control map used to distinguish the discharge connector is not limited to the potential map M2 shown in Fig. 13. For example, the ECU 250 may detect the required voltage value of the discharge connector using a potential range other than 0.0 to 1.2 V. More specifically, a connection range including a 100 V range, a 200 V range, and a discharge start range may be assigned to any of the potential ranges undefined in the charging standard "IEC61851-1": 1.639 to 2.553 V, 2.944 to 4.301 V, and 4.567 to 4.700 V.

[0137] In the above embodiment, the first end P51 to the second end P52 of the discharge assembly 500 are connected by single-phase three-wire wiring (see FIG. 7). However, this is not limited to this, and the single-phase two-wire wiring may be converted to single-phase three-wire wiring by a conversion device in the discharge assembly. FIG. 16 is a diagram showing a modified example of the configuration shown in FIG. 7.

[0138] 16, the vehicle 200B includes an inlet 210B and an AC power supply 220B. The AC power supply 220B is configured to apply an AC voltage between AC1 and AC2 of the inlet 210B. The AC power supply 220B is electrically connected to AC1 and AC2 of the inlet 210B via voltage lines L61B and L62B. The GND of the inlet 210B is grounded to the body of the vehicle 200B (body earth) via a ground line L63B. The AC power supply 220B includes an in-vehicle battery (for example, the battery 230 shown in FIG. 2) and a power conversion circuit. The power conversion circuit of the AC power supply 220B may be an in-vehicle charger (for example, the charger 222 shown in FIG. 6) configured to be capable of bidirectional power conversion, or may be an in-vehicle inverter (for example, the AC inverter 221 shown in FIG. 5).

[0139] The discharge assembly 500B includes a converter 523B. The converter 523B corresponds to an indoor electrical circuit converter. A first end P51B of the discharge assembly 500B and the converter 523B are connected by a single-phase two-wire wiring (two wires: voltage wires L71B and L72B). The converter 523B and a second end P52B of the discharge assembly 500B are connected by a single-phase three-wire wiring (three wires: voltage wires L11, L12 and a neutral wire L13). The converter 523B is configured to convert the single-phase two-wire wiring to the single-phase three-wire wiring.

[0140] In the example shown in FIG. 16, the converter 523B is an insulating transformer including a primary coil TL1, a secondary coil TL2a, and a secondary coil TL2b. The primary side (first end P51B side) of the converter 523B is connected to the single-phase two-wire wiring (voltage lines L71B and L72B). AC1 and AC2 of the first end P51B are connected to the voltage lines L71B and L72B, respectively. The GND of the first end P51B is connected to the ground line L73B. The primary coil TL1 is connected between the voltage lines L71B and L72B. The secondary side (second end P52B side) of the converter 523B is connected to the single-phase three-wire wiring L10 (voltage lines L11, L12, and neutral line L13). The single-phase three-wire wiring L10 is connected to the switching device 112 from the converter 523B through the second end P52B of the discharge assembly 500B. A secondary coil TL2a is connected between the voltage line L11 and the neutral line L13. A secondary coil TL2b is connected between the voltage line L12 and the neutral line L13. In the converter 523B, for example, an AC voltage equivalent to half the voltage applied to the primary coil TL1 from the inlet 210B is transmitted to each of the secondary coils TL2a and TL2b. In the example shown in FIG. 16, AC 200V is applied to the primary coil TL1, and AC 100V is applied to each of the secondary coils TL2a and TL2b.

[0141] The power supply system according to the above embodiment is configured to perform V2H of categories 2 and 4. However, without being limited thereto, the power supply system may be configured to perform V2H of categories 2 and 3. Moreover, the power supply system may be configured to perform only V2H of any one of categories 1 to 4.

[0142] Fig. 17 is a diagram showing a modification of the circuit configuration of the power supply system shown in Fig. 2. Referring to Fig. 17, in the power supply system according to this modification, the second discharge path is omitted, and only V2H of category 2 is performed.

[0143] In the above embodiment, the second end of the discharge assembly and the indoor distribution board are connected by single-phase three-wire wiring. However, this is not limited, and the second end of the discharge assembly and the indoor independent dedicated outlet may be directly connected by single-phase three-wire wiring. In the independent driving mode, the vehicle may supply power to the independent dedicated outlet via the discharge assembly.

[0144] The discharge connector alone may function as the discharge assembly. FIG. 18 is a diagram showing a modified example of the discharge assembly shown in FIG. 1. Referring to FIG. 18, in this modified example, a discharge connector 511C has a first end P51C and a second end P52C. The discharge connector 511C incorporates a circuit similar to that of the EVPS box 520 shown in FIG. 2, and functions as a discharge assembly. However, some of the functions shown in FIG. 2 may be omitted to simplify the circuit. The second end P52C of the discharge connector 511C and the building 100 (more specifically, the indoor distribution board 110) are connected by a single-phase three-wire wiring L10.

[0145] The configuration of the discharge connector is not limited to the configuration shown in Fig. 1. For example, the discharge start switch 511b can be omitted. The trigger for starting discharge can be set arbitrarily. For example, discharging may start when a predetermined time has elapsed since the connector state becomes a connected state. Also, discharging may start when the user operates a switch provided in the vehicle.

[0146] In the above embodiment, an example is shown in which AC100V / AC200V is outputted through a single-phase three-wire wiring, but the voltage outputted through the single-phase three-wire wiring can be changed as appropriate. For example, AC110V / AC220V, AC115V / AC230V, or AC120V / AC240V may be outputted through a single-phase three-wire wiring.

[0147] In the above embodiment, discharge connectors of two types of voltages (100V / 200V) can be connected to the vehicle inlet, but the vehicle inlet may be connectable to discharge connectors of three or more types of voltages. Also, in the above embodiment, AC power is output from the vehicle inlet to the discharge connector. However, this is not limited, and DC power may be supplied from the vehicle inlet to the discharge connector, and DC / AC conversion may be performed in the discharge connector. In the above embodiment and each modification, the vehicle is not limited to a BEV, and may be another xEV (for example, a PHEV or FCEV).

[0148] In the above embodiment, the power supply system is configured to be operable in two operation modes (normal mode / independent operation mode). However, the present invention is not limited to this, and the power supply system may be configured to be operable in three or more operation modes. Furthermore, the building receiving power from the power supply system is not limited to a house, and may be a building other than a house (for example, a factory, a school, a hospital, or a commercial facility).

[0149] The above-described various modifications may be implemented in any combination.

[0150] The embodiments disclosed herein should be considered to be illustrative and not restrictive in all respects. The scope of the present invention is defined by the claims, not by the description of the embodiments described above, and is intended to include all modifications within the meaning and scope of the claims. [Explanation of symbols]

[0151] 100 building, 110, 110A distribution board, 112, 112A switching device, 200, 200B vehicle, 210 inlet, 220 charging / discharging device, 220B AC power source, 221A, 221B AC inverter, 222 charger, 223A, 223B discharge relay, 223C charging relay, 230 battery, 231 SMR, 250 ECU, 500, 500A, 500B discharge assembly, 511 discharge connector, 512 cable, 520 EVPS box, 523, 523A, 523B conversion device, 532 control device, 540A, 540B, 540C detection circuit, 700 power load, L10 single-phase three-wire wiring, L11, L12 voltage line, L13 neutral line, M2 potential map, P51 1st end, P52 2nd end, PG power system, To1 1st outlet, To2 2nd outlet, To3 3rd outlet.

Claims

1. A power supply system for supplying AC power to a building, comprising: A discharge assembly configured to be connectable to a discharge port of a vehicle, The discharge assembly includes: A first end portion to which power is input from the connected discharge port; a second end that outputs AC power; the second end of the discharge assembly is connected to the building by single-phase three-wire wiring; The first end includes a detection terminal configured to output a connector signal indicative of a required voltage value of the discharge assembly to the vehicle side.

2. 2. The power supply system according to claim 1, further comprising a switching device that connects one of a first power path that outputs power supplied from the discharge assembly to the building and a second power path that outputs power supplied from a power grid to the building and disconnects the other of the first power path and a second power path that outputs power supplied from a power grid to the building.

3. A distribution board is provided in the building, 3. The power supply system according to claim 2, wherein the switching device maintains the second power path in a connected state while power is being supplied from the power system to the distribution board, and when power is no longer being supplied from the power system to the distribution board, cuts off the second power path and connects the first power path.

4. a first outlet and a second outlet to which single-phase AC power is input from the switching device are provided within the building; The first outlet outputs single-phase AC power having a voltage of 95 V or more and 150 V or less, The power supply system according to claim 2 or 3, wherein the second outlet outputs single-phase AC power having a voltage of 190V or more and 300V or less.

5. the single-phase three-wire wiring connecting the second end of the discharge assembly to the building includes a first voltage conductor, a second voltage conductor, and a neutral conductor; 5. The power supply system according to claim 1, wherein the vehicle applies a single-phase AC voltage between the first voltage line and the neutral line and between the second voltage line and the neutral line.

6. the discharge assembly further comprising a conversion device for converting single-phase, two-wire wiring to single-phase, three-wire wiring; the first end of the discharge assembly and the converter are connected by single-phase two-wire wiring; The power supply system according to any one of claims 1 to 5, wherein the conversion device and the second end of the discharge assembly are connected by a single-phase three-wire wiring.

7. The power supply system according to any one of claims 1 to 5, wherein a single-phase three-wire wiring is connected from the first end to the second end of the discharge assembly.

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

9. The discharge assembly further includes a discharge connector, a housing that houses a circuit electrically connected to the discharge connector, and a cable that connects the discharge connector and the housing, the discharge connector having the first end; The power supply system according to claim 1 , wherein the housing has the second end.

10. the connector signal is a potential signal indicating a state of the discharge assembly and the discharge port in addition to the required voltage value; The power supply system according to any one of claims 1 to 9, wherein the discharge assembly further comprises a detection circuit that changes a potential of the detection terminal depending on a state of the discharge assembly and the discharge port.

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