Interlock System

Abstract

To provide an interlock system corresponding to a feeding system having two circuits of different types.SOLUTION: An interlock system includes: a switch lock portion 130 provided in a switch 110 of a commercial side circuit 100; a system lock portion 210 provided in a charge / discharge system 200; a terminal lock portion 320 provided at a connection portion between a commercial side terminal 120 and a system side terminal 61, and, a load side terminal 310; and a first key and a second key. The switch lock portion 130 includes a switch lock that can be locked and unlocked by the first key, and open / close control means. The system lock portion 210 includes first and second system locks 220 and 230 that can be locked and unlocked with the first and second keys, and load power supply permitting means. The terminal lock portion 320 includes: first and second terminal locks that can be locked and unlocked with the first and second keys; and contact / detachment control means that enables the commercial side terminal 120 and the load side terminal 310 to be connected / detached when the first terminal is unlocked, and enables the system side terminal 61 and the load side terminal 310 to be connected / detached when the second terminal is unlocked.SELECTED DRAWING: Figure 1

Description

[Technical field]

[0001] The present invention relates to an interlock system for preventing power from being supplied from both circuits simultaneously in a power supply system capable of switching between two circuits. [Background technology]

[0002] In a power supply system having a power source, a load, and a circuit connecting the power source and the load, there are some systems that have multiple power sources and circuits in preparation for a power source or circuit failure, and that can switch between the circuits as needed. Such systems are generally equipped with an interlock device to prevent power from being supplied simultaneously through multiple circuits. For example, in a system having two power sources and circuits, a breaker of one circuit (a broken circuit) must be opened before the breaker of the other circuit (a healthy circuit) can be closed, and conventionally, there are systems that use electrical devices and systems that use mechanical devices. The system shown in Patent Document 1 uses a mechanical device, and the above-mentioned system is realized by a key and a lock provided on the breaker or disconnector. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Jpn. Jpn. Published No. 51-7457 Summary of the Invention [Problem to be solved by the invention]

[0004] In the power supply system to which the interlock device shown in Patent Document 1 is applied, the two switchable circuits are of the same type, and both simply open and close a circuit breaker or disconnector. In contrast, when using a charge / discharge system to supply power to a load by connecting, for example, an electric vehicle storage battery during a power outage, the charge / discharge system and the commercial power supply circuit that normally supplies power to the load are switched, but the two types of circuits require different operations to connect the electric circuits, and so a conventional interlock device could not be applied as is.

[0005] The present invention has been made in consideration of the above circumstances, and has an object to provide an interlock system that can accommodate a power supply system having two different types of circuits. [Means for solving the problem]

[0006] The present invention relates to an interlock system provided in a power supply system, the interlock system comprising a commercial side circuit connected to a commercial power source, a charging / discharging system connected to a standby power source, and a load side circuit connected to a load, the commercial side circuit having a switch for opening and closing the circuit, and a commercial side terminal for connecting to the load side, the charging / discharging system being capable of supplying power from the standby power source to the load and having a system side terminal for connecting to the load side, the load side circuit having a load side terminal selectively connected to the commercial side terminal or the system side terminal, the interlock system comprising a switch locking unit provided in the switch, a system locking unit provided in the charging / discharging system, a terminal locking unit provided at a connection portion between the commercial side terminal and the system side terminal and the load side terminal, a first key and a second key, the switch locking unit being capable of being locked and unlocked by the first key, the first key being removable in a locked state and the first key being unremovable in an unlocked state, and opening and closing control means for fixing the switch in an open state when the switch lock is in a locked state and for enabling the switch to be opened and closed when the switch lock is in an unlocked state. the system lock unit has a first system lock which can be locked and unlocked with a first key, the first key being removable in the locked state and the first key being irremovable in the unlocked state, a second system lock which can be locked and unlocked with a second key, the second key being removable in the locked state and the second key being irremovable in the unlocked state, and load power supply permission means which enables the charging and discharging system to supply power from the standby power source to the load on condition that both the first system lock and the second system lock are unlocked, and the terminal lock unit has a first terminal lock which can be locked and unlocked with the first key, the first key being removable in the locked state and the first key being irremovable in the unlocked state, a second terminal lock which can be locked and unlocked with the second key, the second key being removable in the locked state and the second key being irremovable in the unlocked state, and connection / disconnection control means which enables the commercial side terminal and the load side terminal to be connected and disconnected when at least the first terminal lock is in the unlocked state and enables the system side terminal and the load side terminal to be connected and disconnected when at least the second terminal lock is in the unlocked state.Note that standby power sources include various power sources other than commercial power sources that regularly supply power to the target load, such as storage batteries installed in vehicles such as electric vehicles, dynamos for auxiliary power sources in gasoline and diesel vehicles, various other batteries, renewable energy power generation devices such as solar power generation devices and wind power generation devices, etc. In addition, "connectable" means "connecting and disconnecting," and "connectable and separable" means that it is possible to both connect multiple separated terminals and to separate multiple connected terminals.

[0007] In addition, the backup power source may be a storage battery installed in the vehicle, and the system lock unit may have an inter-vehicle charging permission means that enables the charging / discharging system to supply power from the vehicle's storage battery to the storage battery of another vehicle, provided that the second system lock is in an unlocked state.

[0008] In addition, the terminal locking portion may be provided on the load side terminal, and the connection / disconnection control means may enable the commercial side terminal and the system side terminal to be connected and disconnected from the load side terminal when both the first terminal lock and the second terminal lock are in an unlocked state. Effect of the Invention

[0009] According to the present invention, when the power supply source is switched from the commercial power supply connected to the commercial side circuit to the standby power supply connected to the charging / discharging system, the first key cannot be removed unless the switch of the commercial side circuit is opened, and the first and second keys are used to switch the connection destination of the load side terminal from the commercial side terminal to the system side terminal, and the first and second keys are further used to enable the charging / discharging system to supply power from the standby power supply to the load. On the other hand, when the power supply source is switched from the standby power supply connected to the charging / discharging system to the commercial power supply connected to the commercial side circuit, the first and second keys cannot be removed unless the charging / discharging system is put into a state in which power cannot be supplied from the standby power supply to the load, and the first and second keys are used to switch the connection destination of the load side terminal from the system side terminal to the commercial side terminal, and the first key is further used to close the switch of the commercial side circuit. Thus, in either case, unless there is power supply from either the commercial power supply or the standby power supply, power cannot be supplied from the other, and power is prevented from being supplied from both at the same time.

[0010] In addition, if the backup power source is a vehicle equipped with a storage battery and the system lock unit is configured to enable the charging / discharging system to supply power from the vehicle's storage battery to the storage battery of another vehicle on the condition that the second system lock is in an unlocked state, charging can be performed between vehicles regardless of whether the load is powered from a commercial power source or not.

[0011] Furthermore, if the terminal locking portion is provided on the load side terminal and the connection / disconnection control means enables the commercial side terminal and the system side terminal to be connected and disconnected from the load side terminal when both the first terminal lock and the second terminal lock are unlocked, the terminals cannot be connected or disconnected at all unless both the first key and the second key are present, making it possible to switch between the commercial side circuit and the charging / discharging system more clearly and reliably. [Brief description of the drawings]

[0012] [Figure 1] 1 is an overall view of a power supply system equipped with a first embodiment of an interlock system of the present invention. [Diagram 2] 2A and 2B are explanatory views of a switch and a switch locking portion of the first embodiment, in which (a) is a front view and (b) is a side view. [Diagram 3] 5A to 5C are explanatory diagrams of a load side terminal and a terminal locking portion of the first embodiment, in which (a) is a front view, (b) is a side view with the utility side terminal connected, and (c) is a side view with the utility side terminal removed. [Figure 4(a)] FIG. 1 is an explanatory diagram of circuit switching using an interlock system (1). [Figure 4(b)] FIG. 2 is an explanatory diagram of circuit switching using an interlock system. [Figure 4(c)] An explanatory diagram (3) of circuit switching by an interlock system. [Figure 4(d)] An explanatory diagram (4) of circuit switching by an interlock system. [Figure 4(e)] An explanatory diagram (5) of circuit switching by an interlock system. [Diagram 5] 13 is an explanatory diagram of a terminal locking portion according to a second embodiment. FIG. [Figure 6] 1 is a block diagram showing an entire charging / discharging system. [Figure 7] 10 is a graph showing a change in the amount of supplied power when a power supply source vehicle is switched. [Figure 8] This is an explanatory diagram for charging between vehicles, where (a) shows the case of charging from one vehicle to another, (b) shows the case of charging from one vehicle to multiple vehicles, (c) shows the case of charging from multiple vehicles to one vehicle, and (d) shows the case of charging from multiple vehicles to multiple vehicles. [Figure 9] 1 is an explanatory diagram of the case where power is supplied from a vehicle to a load, and (a) and (b) show switching of the vehicle that supplies power. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0013] The interlock system of the present invention will be described below in detail. As shown in FIG. 1, the first embodiment of the interlock system is provided in a power supply system including a commercial side circuit 100 connected to a commercial power source P, a charge / discharge system 200 connected to a standby power source, and a load side circuit 300 connected to a load L. The commercial side circuit 100 is installed in a building S, and in normal times, power is supplied from the commercial power source P to a load L (such as home appliances, equipment, and machinery) in the building S via the commercial side circuit 100. On the other hand, the charge / discharge system 200 is a portable system mounted on a vehicle and used as needed, and in an emergency (when the commercial power source P is out of power), power is supplied from the standby power source to the load L in the building S via the charge / discharge system 200. The standby power source includes various power sources other than commercial power sources, but here it is assumed to be a storage battery mounted on an electric vehicle E.

[0014] The commercial side circuit 100 has a switch 110 for opening and closing the circuit, and a commercial side terminal 120 for connecting to the load L side. The switch 110 is connected to a commercial power source P, and the commercial side terminal 120 is connected to the switch 110. The switch 110 is a breaker, and as shown in FIG. 2, includes a box-shaped main body 111 attached to a wall W, and a switch 112 that is provided in the center of the front surface of the main body 111 and can be moved up and down (the wall W side is the rear side). When the switch 112 is in the upper position, it is in a closed (on) state, and when the switch 112 is in the lower position, it is in an open (off) state, and can be opened and closed manually, and when a leakage current is detected, the switch 112 automatically moves to the lower position and opens (i.e., the breaker trips (opens the circuit)). The commercial side terminal 120 is composed of a bayonet-type connector provided at the end of the wiring 101 of the commercial side circuit 100, and includes a substantially cylindrical connector body 121 and a ring 122 provided at the tip of the connector body 121, as shown in Fig. 3. The ring 122 is rotatable with respect to the connector body 121, and has a protrusion formed on its inner periphery. The diameter of the ring 122 is larger than the diameter of the connector body 121.

[0015] The charging / discharging system 200 is capable of supplying power from an electric vehicle E (standby power source) to a load L, and includes a power conditioner and a DC converter that appropriately convert electricity, a vehicle connection unit 5 to which the electric vehicle E is connected, a load connection unit 6 having a system side terminal 61 for connection to the load L side, and a control unit 7 that controls the charging / discharging system 200 (the power conditioner and the DC converter are omitted in FIG. 1). The power conditioner, the DC converter, and the control unit 7 are housed in a box-shaped housing 240. The control unit 7 has various means for operating the system, and it can be said that the control unit 7 itself functions as those means. For example, the control unit 7 has a load power supply means that controls the DC converter so as to supply power from the storage battery of one or more electric vehicles E to the load L, and an inter-vehicle charging means that controls the DC converter so as to supply power from the storage battery of one or more electric vehicles E to the storage battery of another one or more electric vehicles E. The shape of the system-side terminal 61 is the same as that of the commercial-side terminal 120. The charging / discharging system 200 will be described in further detail later.

[0016] The load side circuit 300 has a load side terminal 310 selectively connected to the commercial side terminal 120 or the system side terminal 61, and a distribution board 360. As shown in FIG. 3, the load side terminal 310 has a substantially cubic box 311 and a substantially cylindrical jack 312 provided in the center of the front of the box 311. A spiral groove is formed on the outer periphery of the jack 312. The commercial side terminal 120 and the load side terminal 310 are fixed by inserting the connector body 121 of the commercial side terminal 120 into the jack 312 and rotating the ring 122 to fit the protrusion on the inner periphery into the groove of the jack 312 (the same applies to the system side terminal 61). In addition, a wiring 301 connected to the distribution board 360 is connected to the bottom surface of the box 311. The distribution board 360 is an existing one installed in the building S. Wires are connected from the distribution board 360 to each load L.

[0017] The interlock system of the present invention comprises a switch locking unit 130 provided in the switch 110 of the commercial side circuit 100, a system locking unit 210 provided in the charging / discharging system 200, a terminal locking unit 320 provided at the connection portion of the load side terminal 310 of the load side circuit 300 between the commercial side terminal 120 and the system side terminal 61, and a first key K1 and a second key K2.

[0018] When the first key K1 and the second key K2 are inserted into the keyholes of various locks (the switch lock 140 corresponding to the first key K1, the first system lock 220, and the first terminal lock 330, and the second system lock 230 and the second terminal lock 340 corresponding to the second key K2), the lock can be locked by turning them in one direction, and unlocked by turning them in the other direction. However, the terms locked and unlocked are used to indicate the two states of the lock even when an object is not physically locked or unlocked. All of these locks are so-called one-point removal (single-point removal) locks, and when the lock is locked, the key can be removed from the lock, and when the lock is unlocked, the key cannot be removed from the lock.

[0019] As shown in FIG. 2, the open / close switch locking unit 130 includes a bracket 131 attached to a wall surface W (to the left of the open / close switch 110 when viewed from the front), an open / close switch lock 140 attached to the bracket 131, and an opening / closing control means 150 attached to the open / close switch lock 140.

[0020] Bracket 131 is a combination of base 132 and retaining portion 133, both of which are L-shaped metal fittings, base 132 comprises fixed piece 134 which abuts against wall surface W and is fixed with a screw, and extending piece 135 which extends forward from the right end of fixed piece 134, and retaining portion 133 comprises adjustment piece 136 which abuts against extending piece 135 from the left side and is adjustable in its front-to-rear position relative to extending piece 135, and retaining piece 137 which extends rightward from the front end of adjustment piece 136. Long hole 138 extending forward and backward is formed in adjustment piece 136, and bolt hole is formed in extending piece 135, and extending piece 135 and adjustment piece 136 are fixed by a bolt which passes through long hole 138 and the bolt hole, and the front-to-rear position of adjustment piece 136 can be adjusted within the range of the length of long hole 138. The holding piece 137 is located in front of the body 111 of the switch 110, but does not overlap the switch 112 when viewed from the front.

[0021] The open / close lock 140 is an existing cylinder lock, with a keyhole 141 facing forward and a generally cylindrical cylinder portion 142 extending rearward through a retaining piece 137. However, the front-rear position of the retaining piece 133 (adjustment piece 136) is adjusted so that the open / close lock 140 does not come into contact with the main body 111 of the open / close lock 110. This open / close lock 140 can be locked and unlocked by a first key K1. When the first key K1 is inserted into the keyhole 141 and turned counterclockwise, the lock is unlocked and the first key K1 cannot be removed, and when the first key K1 is turned clockwise, the lock is locked and the first key K1 can be removed. Furthermore, an open / close control means 150 is attached to the rear end of the cylinder portion 142 of the open / close lock 140.

[0022] The opening / closing control means 150 is composed of a flat opening / closing plate 151. One end (base end) of the opening / closing plate 151 in the longitudinal direction is connected to the rear end of the cylinder portion 142, and rotates in conjunction with the rotational movement of the first key K1. When the opening / closing lock 140 is in the locked state, the other end (tip) of the opening / closing plate 151 faces rightward and is located above the switch 112 in the open state. Therefore, the switch 112 cannot be moved upward (to the closed state) from this state, so the opening / closing control means 150 fixes the opening / closing device 110 in the open state when the opening / closing lock 140 is in the locked state. On the other hand, when the opening / closing lock 140 is in the unlocked state, the other end (tip) of the opening / closing plate 151 faces upward and does not interfere with the switch 112. Therefore, in this state, the switch 112 can be freely moved, and the tripping operation in which the switch 112 automatically moves to the lower position (to the open state) is not impeded, and the opening / closing control means 150 can open and close the switch 110 when the switch lock 140 is in the unlocked state. Note that when the switch 112 is in the upper position (closed state), even if an attempt is made to change the switch lock 140 from the unlocked state to the locked state, the opening / closing plate 151 interferes with the switch 112 and prevents the opening / closing plate 151 from rotating, so the first key K1 cannot be turned.

[0023] The system lock unit 210 includes a first system lock 220 and a second system lock 230 attached to the charge / discharge system 200 , and a load power supply permission means and an inter-vehicle charging permission means provided in the control unit 7 of the charge / discharge system 200 .

[0024] The first system lock 220 and the second system lock 230 are both existing cylinder locks, with their keyholes exposed to the outside of the housing 240. The first system lock 220 can be locked and unlocked by a first key K1, and the first key K1 can be removed in the locked state, and the first key K1 cannot be removed in the unlocked state. The second system lock 230 can be locked and unlocked by a second key K2, and the second key K2 can be removed in the locked state, and the second key K2 cannot be removed in the unlocked state. The first system lock 220 and the second system lock 230 are connected to the control unit 7 inside the housing 240, and the control unit 7 identifies whether the first system lock 220 and the second system lock 230 are in the locked state or the unlocked state. Although the first system lock 220 and the second system lock 230 do not physically lock or unlock any object, here, in accordance with other locks, the state in which the first key K1 or the second key K2 can be removed is called the locked state, and the state in which the first key K1 or the second key K2 cannot be removed is called the unlocked state. Inside the housing 240, the locked state is an OFF state in which the contacts are disconnected, and the unlocked state is an ON state in which the contacts are connected, and the control unit 7 distinguishes between the ON and OFF states.

[0025] The control unit 7 also has a load power supply permission means, and the control unit 7 itself functions as a load power supply permission means. The load power supply permission means allows the charging / discharging system 200 to supply power from the electric vehicle E (standby power source) to the load L on the condition that both the first system lock 220 and the second system lock 230 are in an unlocked state. That is, the control unit 7 functions as a load power supply permission means, and then functions as a load power supply means in response to a user's operation, and controls the DC converter to supply power from the storage battery of one or more electric vehicles E to the load L. Then, when at least one of the first system lock 220 and the second system lock 230 is locked during power supply, the load power supply permission means disables power supply from the electric vehicle E (standby power source) to the load L. That is, the control unit 7 functions as a load power supply permission means and stops the charging / discharging system 200. The control unit 7 also has an inter-vehicle charging permission means, and the control unit 7 itself functions as an inter-vehicle charging permission means. The inter-vehicle charging permission means enables the charging / discharging system 200 to supply power from the storage battery of the electric vehicle E to the storage battery of another electric vehicle E, on condition that the second system lock 230 is in an unlocked state. That is, the control unit 7 functions as the inter-vehicle charging permission means, and then functions as the inter-vehicle charging means in response to a user's operation, and controls the DC converter to supply power from the storage battery of one or more electric vehicles E to the storage battery of one or more other electric vehicles E. Then, if the second system lock 230 becomes locked during power supply, the inter-vehicle charging permission means disables the supply of power from the storage battery of the electric vehicle E to the storage battery of the other electric vehicles E. That is, the control unit 7 functions as the inter-vehicle charging permission means and stops the charging / discharging system 200.

[0026] As shown in FIG. 3, the terminal locking section 320 is provided on the load side terminal 310, and comprises two brackets 313 attached to the front surface of the box 311 of the load side terminal 310 (at the upper and lower positions of the jack 312), a first terminal lock 330 and a second terminal lock 340 attached to each bracket 313, and a connection / disconnection control means 350 attached to the first terminal lock 330 and the second terminal lock 340.

[0027] The lower bracket 313 is composed of a fixed piece 314 which abuts against the front surface of the box 311 and is fixed with a screw, an extension piece 315 which extends forward from the left end of the fixed piece 314, and a holding piece 316 which extends leftward from the front end of the extension piece 315. The upper bracket 313 has the same shape as the lower bracket 313 and is arranged in a symmetrical orientation. A first terminal lock 330 is attached to the holding piece 316 of the lower bracket 313, and a second terminal lock 340 is attached to the holding piece 316 of the upper bracket 313. The first terminal lock 330 is located toward the left side of the center of the jack 312, and the second terminal lock 340 is located toward the right side of the center of the jack 312.

[0028] The first terminal lock 330 and the second terminal lock 340 are both comprised of existing cylinder locks, with keyholes 331, 341 facing forward and generally cylindrical cylinder portions 332, 342 extending rearward through the retaining piece 316. However, the first terminal lock 330 and the second terminal lock 340 do not come into contact with the box 311. The first terminal lock 330 can be locked and unlocked with a first key K1; when the first key K1 is inserted into the keyhole 331 and turned counterclockwise, it is in an unlocked state and the first key K1 cannot be removed, and when it is turned clockwise, it is in a locked state and the first key K1 can be removed. Furthermore, the second terminal lock 340 can be locked and unlocked by the second key K2, and when the second key K2 is inserted into the keyhole 341 and turned counterclockwise, it is in an unlocked state and the second key K2 cannot be removed, and when turned clockwise, it is in a locked state and the second key K2 can be removed. Furthermore, a connection / disconnection control means 350 is attached to the rear end of the cylinder portions 332, 342 of the first terminal lock 330 and the second terminal lock 340, respectively.

[0029] The contact / separation control means 350 is composed of a flat first contact / separation plate 351 attached to the cylinder portion 332 of the first terminal lock 330, and a flat second contact / separation plate 352 attached to the cylinder portion 342 of the second terminal lock 340. The first contact / separation plate 351 has one longitudinal end (base end) connected to the rear end of the cylinder portion 332 of the first terminal lock 330 and rotates in conjunction with the rotational movement of the first key K1. When the first terminal lock 330 is in a locked state, the other end (tip) of the first contact / separation plate 351 faces upward, and when the first terminal lock 330 is in an unlocked state, the other end (tip) of the first contact / separation plate 351 faces leftward. An arc-shaped notch 353 is formed on the right side of the tip of the first contact / separation plate 351 when the tip faces upward. The second contact-separation plate 352 has one longitudinal end (base end) connected to the rear end of the cylinder portion 342 of the second terminal lock 340 and rotates in conjunction with the rotation of the second key K2. When the second terminal lock 340 is in a locked state, the other end (tip) of the second contact-separation plate 352 faces downward, and when the second terminal lock 340 is in an unlocked state, the other end (tip) of the second contact-separation plate 352 faces rightward. An arc-shaped cutout portion 353 is formed on the left side of the tip of the second contact-separation plate 352 when the tip faces downward. When the first terminal lock 330 and the second terminal lock 340 are in a locked state, the respective cutout portions 353 of the first contact-separation plate 351 and the second contact-separation plate 352 face each other and form a part of a circle. This circle is concentric with jack 312, and has a diameter slightly larger than connector body 121 of commercial side terminal 120 and smaller than ring 122 (the same applies to system side terminal 61). When commercial side terminal 120 is connected to jack 312, if first terminal lock 330 and second terminal lock 340 are locked, notches 353 of first contact-separation plate 351 and second contact-separation plate 352 each fit along the outer circumferential surface of connector body 121 of commercial side terminal 120. In this state, even if an attempt is made to pull out commercial side terminal 120 from jack 312, it cannot be pulled out because ring 122 interferes with first contact-separation plate 351 and second contact-separation plate 352. Even if one of the first terminal lock 330 and the second terminal lock 340 is unlocked, if the other is locked, either the first contact plate 351 or the second contact plate 352 will interfere with the ring 122, and it will still not be possible to pull it out.The commercial side terminal 120 can be removed from the jack 312 only when both the first terminal lock 330 and the second terminal lock 340 are in an unlocked state. Furthermore, if at least one of the first terminal lock 330 and the second terminal lock 340 is locked when the commercial side terminal 120 is not connected to the jack 312, the ring 122 interferes with one or both of the first contact-separation plate 351 and the second contact-separation plate 352, making it impossible to connect the commercial side terminal 120 to the jack 312. The commercial side terminal 120 can be connected to the jack 312 only when both the first terminal lock 330 and the second terminal lock 340 are in an unlocked state. The same is true for the system side terminal 61. Thus, the contact-separation control means 350 allows the commercial side terminal 120 and the system side terminal 61 to be connected to and separated from the load side terminal 310 when both the first terminal lock 330 and the second terminal lock 340 are in an unlocked state.

[0030] Next, a specific procedure for supplying power from the electric vehicle E to the load L using the charging / discharging system 200 during a power outage of the commercial power source P in a power supply system equipped with the interlock system configured as described above will be described with reference to Figures 4(a) to (e).

[0031] First, the procedure when a power outage occurs will be described. Normally, as shown in FIG. 4(a), power is supplied from a commercial power source P, so that the switch 110 of the commercial side circuit 100 is in a closed state, that is, the switch lock 140 of the switch lock unit 130 is in an unlocked state, and the first key K1 is inserted into the switch lock 140. In addition, the commercial side terminal 120 is connected to the load side terminal 310 of the load side circuit 300, and both the first terminal lock 330 and the second terminal lock 340 of the terminal lock unit 320 are in a locked state. Furthermore, the second key K2 is inserted into the second system lock 230 of the system lock unit 210 of the charging / discharging system 200. When a power outage occurs, a vehicle equipped with the charging / discharging system 200 is dispatched to the building S to which power is to be supplied. 4(b), the switch 112 of the switch 110 of the commercial side circuit 100 is operated to open the switch, the first key K1 inserted into the switch lock 140 of the switch lock unit 130 is turned to lock the switch lock 140, and the first key K1 is removed. The second key K2 is also removed from the second system lock 230 of the charging / discharging system 200. Next, as shown in FIG. 4(c), the first key K1 and the second key K2 are inserted into the first terminal lock 330 and the second terminal lock 340 of the terminal lock unit 320, respectively, and turned to unlock the first terminal lock 330 and the second terminal lock 340, and the commercial side terminal 120 is pulled out from the jack 312 of the load side terminal 310. Next, as shown in FIG. 4(d), the system side terminal 61 is inserted into the jack 312 of the load side terminal 310, the first key K1 and the second key K2 inserted into the first terminal lock 330 and the second terminal lock 340 of the terminal lock unit 320 are turned, respectively, the first terminal lock 330 and the second terminal lock 340 are locked, and the first key K1 and the second key K2 are removed. Next, as shown in FIG. 4(e), the first key K1 and the second key K2 are inserted into the first system lock 220 and the second system lock 230 of the system lock unit 210 of the charging / discharging system 200, respectively, and turned, respectively, to unlock the first system lock 220 and the second system lock 230. As a result, the control unit 7 of the charging / discharging system 200 functions as a load power supply permission means, and the control unit 7 functions as a load power supply means by the subsequent operation, and power is supplied from the storage battery of the electric vehicle E to the load L. This completes the procedure when a power outage occurs.

[0032] Next, the procedure when the power outage is restored will be described. During a power outage, as shown in Fig. 4(e), the charging / discharging system 200 supplies power from the storage battery of the electric vehicle E to the load L. That is, the first system lock 220 and the second system lock 230 of the system lock unit 210 are in an unlocked state, and the first key K1 and the second key K2 are in an inserted state into the first system lock 220 and the second system lock 230, respectively. In addition, the system side terminal 61 is connected to the load side terminal 310, and the first terminal lock 330 and the second terminal lock 340 of the terminal lock unit 320 are both in a locked state. Then, first, the charging / discharging system 200 is stopped (power supply from the storage battery of the electric vehicle E to the load L is stopped). 4(d), the first key K1 and the second key K2 inserted into the first system lock 220 and the second system lock 230 of the system lock unit 210 are turned, respectively, to lock the first system lock 220 and the second system lock 230, and the first key K1 and the second key K2 are removed. Next, as shown in FIG. 4(c), the first key K1 and the second key K2 are inserted into the first terminal lock 330 and the second terminal lock 340 of the terminal lock unit 320 and turned, respectively, to unlock the first terminal lock 330 and the second terminal lock 340, and the system side terminal 61 is pulled out from the jack 312 of the load side terminal 310. Next, as shown in FIG. 4(b), the commercial side terminal 120 is inserted into the jack 312 of the load side terminal 310, and the first key K1 and the second key K2 inserted into the first terminal lock 330 and the second terminal lock 340 of the terminal lock unit 320 are turned, respectively, to lock the first terminal lock 330 and the second terminal lock 340, and the first key K1 and the second key K2 are removed. Next, as shown in FIG. 4(a), the first key K1 is inserted into the switch lock 140 of the switch lock unit 130 and turned to unlock the switch lock 140, and the switch 112 of the switch 110 of the commercial side circuit 100 is operated to close it. The second key K2 is inserted into the second system lock 230 of the system lock unit 210 of the charging / discharging system 200. This completes the procedure when a power outage is restored.

[0033] Furthermore, in a power supply system equipped with an interlock system configured as described above, when supplying power from the storage battery of the electric vehicle E to the storage battery of another electric vehicle E, the second key K2 inserted into the second system lock 230 of the system lock unit 210 of the charging / discharging system 200 is turned to unlock the system, whereby the control unit 7 of the charging / discharging system 200 functions as inter-vehicle charging permission means, and the control unit 7 functions as inter-vehicle charging means by a subsequent operation, and power is supplied from the storage battery of the electric vehicle E to the storage battery of the other electric vehicle E. In this case, the energized state of the commercial power source P and the connection state of the load side terminal 310 to the commercial side terminal 120 or the system side terminal 61 are not relevant.

[0034] According to the first embodiment of the interlock system of the present invention, when switching the power supply source from the commercial power source P connected to the commercial side circuit 100 to the electric vehicle E (standby power source) connected to the charging / discharging system 200, the first key K1 cannot be removed unless the switch 110 of the commercial side circuit 100 is opened, and the first key K1 and the second key K2 are used to switch the connection destination of the load side terminal 310 from the commercial side terminal 120 to the system side terminal 61, and the first key K1 and the second key K2 are further used to enable the charging / discharging system 200 to supply power from the electric vehicle E to the load L. On the other hand, when switching the power supply source from the electric vehicle E connected to the charging / discharging system 200 to the commercial power supply P connected to the commercial side circuit 100, the first key K1 and the second key K2 cannot be removed unless the charging / discharging system 200 is put into a state in which power cannot be supplied from the electric vehicle E to the load L, and the first key K1 and the second key K2 are used to switch the connection destination of the load side terminal 310 from the system side terminal 61 to the commercial side terminal 120, and further the first key K1 is used to close the switch 110 of the commercial side circuit 100. Therefore, in either case, unless there is power supply from either the commercial power supply P or the electric vehicle E, power supply from the other is not possible, and simultaneous power supply from both is prevented. Moreover, the system lock unit 210 enables the charging / discharging system 200 to supply power from the storage battery of the electric vehicle E to the storage battery of another electric vehicle E on the condition that the second system lock 230 is in an unlocked state, and by using two keys, the first key K1 used in the commercial side circuit 100 and the second key K2 used in the charging / discharging system 200, charging between vehicles can be performed only by the charging / discharging system 200, regardless of whether the load L is supplied with power from the commercial power source P. Furthermore, the terminal lock unit 320 is provided in the load side terminal 310, and the connection / disconnection control means 350 enables the commercial side terminal 120 and the system side terminal 61 to be connected and disconnected to and from the load side terminal 310 when both the first terminal lock 330 and the second terminal lock 340 are in an unlocked state. Therefore, unless both the first key K1 and the second key K2 are present, the terminals cannot be connected or disconnected at all, and therefore switching between the commercial side circuit 100 and the charging / discharging system 200 can be performed more clearly and reliably.During this process of switching the circuit, the user can insert and remove the first key K1 and the second key K2 into the keyholes of each part, thereby discharging static electricity and making the potentials of each part the same.

[0035] Bayonet-type connectors are used to connect the commercial side terminal 120 and the system side terminal 61 to the load side terminal 310, making connection and disconnection easy and ensuring reliable connection. Also, the load side terminal 310, which is the switching part between the commercial side circuit 100 and the charging / discharging system 200, is located closer to the power source (commercial power source P and electric vehicle E) than the distribution board 360, so the load L to be supplied with power is not specified, and various loads L can be used as needed.

[0036] Next, a second embodiment of the interlock system of the present invention will be described. The second embodiment is different from the first embodiment in the configurations of the load side terminal 310 and the terminal lock unit 320, and only these parts will be described below.

[0037] As shown in FIG. 5, the terminal lock unit 320 of the second embodiment includes a connection / disconnection control means 350 including a commercial side box 370 and a system side box 380. The commercial side box 370 and the system side box 380 each include a box-shaped box body 371, 381 and doors 372, 382 provided on the front of the box body 371, 381. The door 372 of the commercial side box 370 is provided with a first terminal lock 330. The first terminal lock 330 can be locked and unlocked by a first key K1, and the first key K1 can be removed in the locked state, and the first key K1 cannot be removed in the unlocked state. By setting the first terminal lock 330 to the unlocked state with the first key K1, the door 372 can be opened and closed freely. In addition, the door 382 of the system side box 380 is provided with a second terminal lock 340. The second terminal lock 340 can be locked and unlocked by the second key K2, and in the locked state the second key K2 can be removed, and in the unlocked state the second key K2 cannot be removed. By setting the second terminal lock 340 to the unlocked state with the second key K2, the door 382 can be opened and closed freely. The commercial side terminal 120 is accommodated inside the commercial side box 370, and the system side terminal 61 is accommodated inside the system side box 380. The load side terminal 310 is configured such that a jack 312 is provided at the tip of a wire 301 extending from the distribution board 360, and the load side terminal 310 is connected to the commercial side terminal 120 or the system side terminal 61. In addition, holes or notches are formed in the box body 371, 381 or the doors 372, 382 for passing the wiring 301 of the load side terminal 310, and the doors 372, 382 can be closed with the load side terminal 310 connected to the commercial side terminal 120 or the system side terminal 61.

[0038] Next, in the second embodiment configured as above, a procedure for switching the connection destination of the load side terminal 310 from the commercial side terminal 120 to the system side terminal 61 will be described. Normally, the load side terminal 310 is connected to the commercial side terminal 120, the commercial side box 370 and the system side box 380 have their doors 372, 382 closed, and the first terminal lock 330 and the second terminal lock 340 are both in a locked state. First, the first key K1 is inserted into the first terminal lock 330 of the commercial side box 370 and turned to set the first terminal lock 330 to an unlocked state, and the door 372 is opened. Next, the load side terminal 310 is removed from the commercial side terminal 120 in the commercial side box 370, and the load side terminal 310 is taken out of the commercial side box 370. Next, the door 372 is closed, the first key K1 is turned, the first terminal lock 330 is set to a locked state, and the first key K1 is removed. Next, the second key K2 is inserted into the second terminal lock 340 of the system-side box 380 and turned to unlock the second terminal lock 340, and the door 382 is opened. Next, the load-side terminal 310 is connected to the system-side terminal 61 in the system-side box 380. Next, the door 382 is closed, the second key K2 is turned to lock the second terminal lock 340, and the second key K2 is removed. This completes the procedure for switching the connection destination of the load-side terminal 310 from the commercial-side terminal 120 to the system-side terminal 61.

[0039] Next, a procedure for switching the connection destination of the load side terminal 310 from the system side terminal 61 to the commercial side terminal 120 will be described. During a power outage, the load side terminal 310 is connected to the system side terminal 61, the commercial side box 370 and the system side box 380 have their doors 372, 382 closed, and the first terminal lock 330 and the second terminal lock 340 are both locked. First, the second key K2 is inserted into the second terminal lock 340 of the system side box 380 and turned to set the second terminal lock 340 to an unlocked state, and the door 382 is opened. Next, the load side terminal 310 is removed from the system side terminal 61 in the system side box 380, and the load side terminal 310 is taken out of the system side box 380. Next, the door 382 is closed, the second key K2 is turned, the second terminal lock 340 is set to a locked state, and the second key K2 is removed. Next, the first key K1 is inserted into the first terminal lock 330 of the commercial side box 370 and turned to unlock the first terminal lock 330, and the door 372 is opened. Next, the load side terminal 310 is connected to the commercial side terminal 120 in the commercial side box 370. Next, the door 372 is closed, the first key K1 is turned to lock the first terminal lock 330, and the first key K1 is removed. This completes the procedure for switching the connection destination of the load side terminal 310 from the system side terminal 61 to the commercial side terminal 120.

[0040] According to the second embodiment of the interlock system of the present invention, as in the first embodiment, power cannot be supplied from either the commercial power source P or the electric vehicle E unless the other is in a non-powered state, and power is prevented from being supplied from both at the same time. In addition, charging is possible between vehicles regardless of whether the load L is being supplied with power from the commercial power source P. According to the connection / disconnection control means 350 consisting of the commercial side box 370 and the system side box 380, the commercial side terminal 120 and the load side terminal 310 can be connected and disconnected when at least the first terminal lock 330 is in an unlocked state, and the system side terminal 61 and the load side terminal 310 can be connected and disconnected when at least the second terminal lock 340 is in an unlocked state. Therefore, the commercial side terminal 120 and the system side terminal 61 cannot be switched unless both the first key K1 and the second key K2 are present, and therefore the commercial side circuit 100 and the charging / discharging system 200 can be switched more clearly and reliably.

[0041] The present invention is not limited to the above-mentioned embodiment, and can be appropriately modified within the scope of the invention. For example, the structure of the switch locking unit and the terminal locking unit can be appropriately modified according to the shapes of the switch, the load side terminal, the commercial side terminal, and the system side terminal. Specifically, the open / close control means and the connection / disconnection control means are not limited to those in which the open / close plate and the connection / disconnection plate are mechanically rotated by the rotation of the key as described above, but may be those in which an actuator such as a servo motor is driven by the rotation of the key to rotate the open / close plate and the connection / disconnection plate. The mechanism for rotating the open / close plate and the connection / disconnection plate is only an example, and other mechanisms may be used. In addition, the configurations of the commercial side terminal and the system side terminal and the load side terminal selectively connected thereto are not limited to those connected / separated by a connector as described above, and may be any configuration in which the connection destination of the load side terminal can be changed by a changeover switch (separated from one terminal and connected to the other terminal).

[0042] Here, the specific contents of an example of a charging / discharging system provided in a power supply system in which the interlock system of the present invention is provided will be described. In the embodiment shown here, the charging / discharging system is a portable system that is mounted on a vehicle (such as a truck bed). As shown in FIG. 6, the charging / discharging system includes a power conditioner (PCS) 1, a plurality of (five in this embodiment) DC / DC converters (DCDC) 2 connected to the power conditioner 1, an insulating transformer 3 and a lighting transformer 4 also connected to the power conditioner 1, a vehicle connection unit 5 connected to each DC converter 2 and to which an electric vehicle E, which is a vehicle equipped with a storage battery, is connected, a load connection unit 6 connected to each of the insulating transformers 3 and the lighting transformer 4 and to which a load L is connected, a control unit 7 that controls the equipment and measures various values, a power supply unit 8 for supplying power to the charging / discharging system itself, and a connection unit 9 for connecting various AC power sources such as a commercial power source, a generator, a portable power source, etc., to the charging / discharging system as an external power source.

[0043] In the following, when providing a common explanation for all five DC converters 2, they will be collectively referred to as the DC converter 2, and when providing an explanation for each individual DC converter 2, they will be referred to as the A-system DC converter 2a, the B-system DC converter 2b, the C-system DC converter 2c, the D-system DC converter 2d, and the E-system DC converter 2e, respectively. As described below, multiple electric vehicles E can be connected to each DC converter 2, but when giving a common explanation for all electric vehicles E, they will all be referred to collectively as electric vehicle E, and when describing each individual electric vehicle E, the electric vehicles connected to the A-system DC converter 2a will be referred to as A-system car No. 1 Ea1, A-system car No. 2 Ea2, ..., the electric vehicles connected to the B-system DC converter 2b will be referred to as B-system car No. 1 Eb1, B-system car No. 2 Eb2, ..., the electric vehicles connected to the C-system DC converter 2c will be referred to as C-system car No. 1 Ec1, C-system car No. 2 Ec2, ..., and the electric vehicles connected to the D-system DC converter 2d will be referred to as D-system car No. 1 Ed1, D-system car No. 2 Ed2, ... (the electric vehicles connected to the E-system DC converter 2e will not appear in the following explanation, so will be omitted). Furthermore, there are loads L that run on three-phase AC electricity, such as elevators, and loads L that run on single-phase AC electricity, such as lighting fixtures. When giving a common explanation for all loads L, they will all be referred to as load L, and a load L that runs on three-phase AC electricity will be referred to as a three-phase power load La, and a load L that runs on single-phase AC electricity will be referred to as a single-phase lighting load Lb.

[0044] The power conditioner 1 converts DC electricity supplied from the storage battery of the electric vehicle E into AC electricity and outputs it. The power conditioner 1 is also connected to a control unit 7, and transmits data on various measurement values ​​such as current and voltage to the control unit 7, and receives control signals from the control unit 7.

[0045] The DC converter 2 converts the voltage of the DC electricity supplied from the storage battery of the electric vehicle E while keeping it as DC and outputs it. In this embodiment, as described above, five DC converters 2 (A-system DC converter 2a, B-system DC converter 2b, C-system DC converter 2c, D-system DC converter 2d, and E-system DC converter 2e) are provided, and the five DC converters 2 are connected in parallel to the input terminal of the power conditioner 1. Each DC converter 2 is connected to the control unit 7, and transmits data of various measurement values ​​such as current and voltage to the control unit 7, and receives control signals from the control unit 7.

[0046] The insulating transformer 3 is a saturation transformer, and is for reliably preventing a direct current from flowing out from the power conditioner 1 to the load L side and insulating the electric path. The capacity of the insulating transformer 3 is the same as that of the power conditioner 1. The electric lighting transformer 4 is a V-connection transformer, and converts the three-phase AC electricity output from the power conditioner 1 into single-phase AC electricity. The capacity of the electric lighting transformer 4 is larger than that of the power conditioner 1. The insulating transformer 3 and the electric lighting transformer 4 are connected in parallel to the output terminal of the power conditioner 1. The insulating transformer 3 and the electric lighting transformer 4 are provided with current sensors 31 and 41 for detecting the ground current, respectively. The current sensors 31 and 41 are connected to the control unit 7 and transmit data of the measured current value to the control unit 7. The insulating transformer 3 and the electric lighting transformer 4 are provided with voltage sensors 32 and 42 for detecting the voltage, respectively, on the load L side. Voltage sensors 32 and 42 are connected to control unit 7 and transmit voltage measurement value data to control unit 7.

[0047] The vehicle connection unit 5 is connected to each DC converter 2, and includes plugs 51 for connecting to the electric vehicle E, which are provided at the ends of the multiple branched wires, relay contacts 52 for opening and closing the respective wires, and an electrical interlock device 53 for selectively closing one of the relay contacts 52. In addition, in Figs. 8 and 9, the relay contacts 52 in the closed state are marked "ON" and the relay contacts 52 in the open state are marked "OFF". Power is supplied from the storage battery of the electric vehicle E through the plug 51, and the storage battery is charged, and various information about the electric vehicle E (such as the remaining capacity and full capacity of the storage battery) is transmitted to the control unit 7 by the CAN protocol, which is a general in-vehicle communication protocol. The electrical interlock device 53 is a known mechanism and will not be described in detail, but it operates to close only one of the multiple relay contacts 52 based on a command from the control unit 7 so that the multiple relay contacts 52 are not closed at the same time. In the following, for example, the vehicle connection unit 5 and its plug 51 connected to the A-system DC converter 2a may be referred to as the A-system vehicle connection unit 5 and the A-system plug 51. Also, without using the above-mentioned vehicle connection unit 5, a DC power source such as a dynamo for the auxiliary power source of a gasoline vehicle G or a diesel vehicle or various batteries can be connected to the DC converter 2 using a DC power source cable 55 having a separate DC power source plug 54 (in FIG. 6, a gasoline vehicle G is connected to the E-system DC converter 2e, and the E-system vehicle connection unit 5 is not shown).

[0048] The load connection unit 6 is connected to the insulating transformer 3 and the lighting transformer 4, respectively, and includes a system-side terminal 61 consisting of a connector provided at the end of the wiring for connecting to the load L. In this embodiment, the load-side terminal 310 on the side of the load L to which the system-side terminal 61 is connected is normally connected to the commercial-side terminal 120 of the commercial power system, and the load L is supplied with power from the commercial power source. In an emergency, the commercial-side terminal 120 of the commercial power system is removed and the system-side terminal 61 of the load connection unit 6 is connected, and power is supplied to the load L from the electric vehicle E. As described above, an interlock system is provided at the connection portion between the system-side terminal 61 of the load connection unit 6 or the commercial-side terminal 120 of the commercial power system and the load-side terminal 310 on the side of the load L, such that the power supply source cannot be switched from the commercial power source side to the electric vehicle side unless the commercial power system is de-energized.

[0049] The control unit 7 includes a PLC (Programmable Logic Controller) 71, a touch panel 72 connected to the PLC 71, a communication device 73, and a B route adapter 74. The PLC 71 includes a calculation device, a storage device, and an input / output device, and causes the charge / discharge system to perform various operations based on a program recorded in the storage device. That is, the control unit 7 (PLC 71) has various means for operating the charge / discharge system, and the control unit 7 itself can be said to function as those means. The touch panel 72 can be operated by a user of the charge / discharge system, and can perform various operations such as feeding power from the electric vehicle E to a load L or another electric vehicle E, and switching the electric vehicle E that is the power source. In addition, the touch panel 72 displays various information such as the state of the charge / discharge system and the connected electric vehicle E and load L. The communication device 73 can communicate with external devices via a mobile phone line, etc., and is used to remotely control the charge / discharge system from a personal computer, a smartphone, etc. For remote control, the ECHONET Lite standard communication protocol is used, which allows for demand response (DR) that matches the power supply with the power demand, and virtual power plants (VPP) that collectively control multiple distributed power sources as if they were a single power plant. The B route adapter 74 is for wireless connection to the smart meter M installed in the building, and can obtain data such as the power receiving status and power consumption of the commercial power source in the building where the load L to be supplied with power is installed.

[0050] The power supply unit 8 includes a charger 81 connected to the power conditioner 1 in parallel with the DC converter 2, a power supply unit DC converter 82 connected to the charger 81, a control power supply 83 connected to the power supply unit DC converter 82, and a backup storage battery 84 connected between the charger 81 and the power supply unit DC converter 82. The control power supply 83 is a power supply for operating this charging / discharging system, is of an uninterruptible type, is connected to each unit by wiring (not shown), and supplies power. When another power supply such as an electric vehicle E or a commercial power supply or generator (described later) is connected to the charging / discharging system, power is supplied from them to the control power supply 83 via the charger 81 and the power supply unit DC converter 82.

[0051] The connection unit 9 includes a voltage regulator 91 connected to the power conditioner 1 so as to be in parallel with the DC converter 2, and a rectifier 92 connected to the voltage regulator 91. Another power source such as a commercial power source or a generator can be connected to the rectifier 92, and Fig. 6 shows a state in which a commercial power source P is connected.

[0052] Of these components in the charge / discharge system, all except for the plug 51 for connecting the electric vehicle E and the system side terminal 61 for connecting the load L are housed in a housing (not shown), and this housing is mounted on the vehicle. The touch panel 72 is exposed on the surface of the housing and can be operated from outside.

[0053] Next, how the control unit 7 operates this charging / discharging system, that is, various means possessed by the control unit 7 will be described.

[0054] The control unit 7 has inter-vehicle charging means, and the control unit 7 itself functions as the inter-vehicle charging means. The inter-vehicle charging means controls the DC converters 2 so that electric power is supplied from the storage battery of one or more electric vehicles E to the storage battery of one or more other electric vehicles E. In this case, the electric interlock device 53 of the vehicle connection unit 5 electrically connects one electric vehicle E to one DC converter 2 at all times, and controls each DC converter 2 so that electric power is supplied from the electric vehicle E connected to one or more DC converters 2 to the other electric vehicles E connected to one or more DC converters 2. Specifically, in the case of one-to-one charging, for example, the A-system No. 1 car Ea1 connected to the A-system DC converter 2a charges the B-system No. 1 car Eb1 connected to the B-system DC converter 2b. In the case of charging from one vehicle to multiple vehicles, for example, the A system No. 1 car Ea1 connected to the A system DC converter 2a charges the B system No. 1 car Eb1 connected to the B system DC converter 2b and the C system No. 1 car Ec1 connected to the C system DC converter 2c. In the case of charging from multiple vehicles to one vehicle, for example, the A system No. 1 car Ea1 connected to the A system DC converter 2a and the B system No. 1 car Eb1 connected to the B system DC converter 2b charges the C system No. 1 car Ec1 connected to the C system DC converter 2c. In the case of charging from multiple vehicles to multiple vehicles, for example, the A system No. 1 car Ea1 connected to the A system DC converter 2a and the B system No. 1 car Eb1 connected to the B system DC converter 2b charges the C system No. 1 car Ec1 connected to the C system DC converter 2c and the D system No. 1 car Ed1 connected to the D system DC converter 2d.

[0055] As described above, the control unit 7 has the inter-vehicle charging permission means which is a part of the interlock system, and the control unit 7 itself functions as the inter-vehicle charging permission means.

[0056] The control unit 7 also has a load power supply means, and the control unit 7 itself functions as the load power supply means. The load power supply means controls the DC converter 2 so as to supply power from the storage battery of one or more electric vehicles E to the load L. In this case, one electric vehicle E is always electrically connected to one DC converter 2 by the electrical interlock device 53 of the vehicle connection unit 5, and each DC converter 2 is controlled so as to supply power from the electric vehicle E connected to one or more DC converters 2 to the load L. Specifically, in the case of power supply from one vehicle to the load L, for example, power is supplied from the A-system No. 1 car Ea1 connected to the A-system DC converter 2a to the load L. In the case of power supply from multiple vehicles to the load L, for example, power is supplied from the A-system No. 1 car Ea1 connected to the A-system DC converter 2a and the B-system No. 1 car Eb1 connected to the B-system DC converter 2b to the load L. Furthermore, the load power supply means controls the DC converter 2 so as to supply power from the auxiliary power supply dynamo (or other DC power source) of one or more gasoline vehicles G to the load L. At this time, power can be supplied to the load L only from the auxiliary power supply dynamo of the gasoline vehicle G, or power can be supplied to the load L simultaneously from the storage battery of the electric vehicle E and the auxiliary power supply dynamo of the gasoline vehicle G.

[0057] As described above, the control unit 7 has the load power supply permission means which is a part of the interlock system, and the control unit 7 itself functions as the load power supply permission means.

[0058] The control unit 7 also has a remaining capacity acquisition means, and the control unit 7 itself functions as the remaining capacity acquisition means. The remaining capacity acquisition means acquires the remaining capacity of the storage battery of each electric vehicle E connected to the vehicle connection unit 5. The remaining capacity of the storage battery is obtained by the CAN protocol through the plug 51 of the vehicle connection unit 5.

[0059] The control unit 7 also has a required capacity acquisition means, and the control unit 7 itself functions as the required capacity acquisition means. The required capacity acquisition means acquires the required capacity, which is the remaining capacity of the storage battery required for each electric vehicle E. The required capacity acquisition means determines the difference between the full capacity and the remaining capacity of the storage battery at the time when the electric vehicle E is connected to the vehicle connection unit 5 as the required capacity of the electric vehicle E. The full capacity of the storage battery is obtained by the CAN protocol via the plug 51 of the vehicle connection unit 5, and the required capacity is calculated by the control unit 7 (PLC 71) from the full capacity and the remaining capacity.

[0060] The control unit 7 also has a vehicle switching means, and the control unit 7 itself functions as the vehicle switching means. The vehicle switching means switches the electric vehicle E of the power source that supplies power to another electric vehicle E by the inter-vehicle charging means or the electric vehicle E of the power source that supplies power to the load L by the load power supply means to another electric vehicle E. In this case, the electric vehicle E of the power source is switched to an electric vehicle E connected to another DC converter 2. For example, when the power source is the A-system No. 1 car Ea1 connected to the A-system DC converter 2a, the control unit 7 controls the A-system DC converter 2a, the B-system DC converter 2b, and the electrical interlock device 53 so as to switch to the B-system No. 1 car Eb1 connected to the B-system DC converter 2b as the next power source, and further to the A-system No. 2 car Ea2 connected to the A-system DC converter 2a as the next power source. When switching the electric vehicle E from the power supply source to another electric vehicle E, the vehicle switching means gradually reduces the amount of power supplied from the electric vehicle E from the original power supply source and gradually increases the amount of power supplied from the electric vehicle E from the new power supply source before the remaining capacity of the storage battery of the electric vehicle E from the original power supply source runs out, thereby switching the electric vehicle E from the power supply source to the other electric vehicle E without momentary interruption. More specifically, as shown in FIG. 7, when switching, the amount of power supplied from the electric vehicle E from the original power supply source is linearly reduced and the amount of power supplied from the electric vehicle E from the new power supply source is linearly increased so that the sum of the amounts of power supplied from the two electric vehicles E becomes constant (the same amount as when power is supplied from one vehicle). Furthermore, the vehicle switching means switches the electric vehicle E from the power supply source to the other electric vehicle E so that the remaining capacity of the storage battery of the electric vehicle E from the power supply source maintains the required capacity. In this case, as described above, the switchover is not instantaneous, but is carried out by gradually reducing the amount of power supplied from electric vehicle E, the original power source. Therefore, in anticipation of the amount of capacity reduction after the switchover begins, the switchover begins before the remaining capacity reaches the required capacity.

[0061] Furthermore, the control unit 7 has a power supply stopping means, and the control unit 7 itself functions as the power supply stopping means. When the remaining capacity of the storage battery of the power supply source electric vehicle E reaches a predetermined value (for example, 10% of full capacity), the power supply stopping means issues an alarm by sound or display on the touch panel 72, etc., and stops the power supply from the electric vehicle E. This is to prevent damage to the storage battery that may occur if it is completely discharged until there is no remaining capacity.

[0062] The control unit 7 also has a commercial power supply monitoring means, and the control unit 7 itself functions as the commercial power supply monitoring means. The commercial power supply monitoring means monitors the state of the commercial power supply (power supply, power outage, power restoration) in a state in which the B route adapter 74 of the control unit 7 is wirelessly connected to the smart meter M installed in the building. Alternatively, the commercial power supply monitoring means can monitor the state of the commercial power supply based on information from a route other than the B route adapter 74, for example, information input from the touch panel 72 as a result of a person checking the state of the commercial power supply by detecting voltage.

[0063] The control unit 7 also has a charge / discharge switching means, and the control unit 7 itself functions as the charge / discharge switching means. When the commercial power source P is connected to this charge / discharge system, the charge / discharge switching means monitors the voltage of the commercial power source P, and when the voltage drops below a predetermined value, controls the DC converter 2 to supply power from the storage battery of the electric vehicle E to the load L (i.e., functions as a load power supply means), and when the voltage rises above the predetermined value, controls the DC converter 2 to supply power from the commercial power source P to one or more storage batteries of the electric vehicles E. This control is performed based on the fact that the voltage drops when the load is high and the voltage rises when the load is low. Similarly, the high load / low load of the power demand can also be detected by detecting the frequency.

[0064] The control unit 7 also has a life expectancy prediction means, and the control unit 7 itself functions as the life expectancy prediction means. The life expectancy prediction means measures and records the charging time, change in charging current, amount of charging power, and SOH (State Of Health: full charge capacity at a certain point in time / initial full charge capacity) for each target vehicle when charging the electric vehicle E, and based on this information, diagnoses the aging deterioration of the storage battery and predicts its life expectancy. The results of the diagnosis and prediction are displayed on the touch panel 72.

[0065] The control unit 7 also has an insulation performance evaluation means, and the control unit 7 itself functions as the insulation performance evaluation means. The insulation performance evaluation means measures and records the value of the ground current returning to the power conditioner 1 side when power is supplied to the load L, and evaluates the insulation of the load L based on the information. By evaluating in chronological order, it is possible to diagnose deterioration of the insulation performance over time and perform preventive maintenance. The results of the evaluation and diagnosis are displayed on the touch panel 72.

[0066] Next, a specific procedure for using the charging / discharging system thus configured will be described. Since this charging / discharging system is a portable system mounted on a vehicle, the system itself can be transported to any location for use. For example, assume that when an electric vehicle E runs out of power, this charging / discharging system is dispatched to rescue the vehicle. In this case, as shown in FIG. 8(a), one plug 51 of the vehicle connection unit 5 connected to one DC converter 2 (assumed to be the B-system DC converter 2b) is connected to the electric vehicle E (the B-system first vehicle Eb1) that has run out of power, and one plug 51 of the vehicle connection unit 5 connected to another DC converter 2 (assumed to be the A-system DC converter 2a) is connected to another electric vehicle E (the A-system first vehicle Ea1). However, it is assumed that the A-system first vehicle Ea1 has a remaining capacity of a storage battery.

[0067] Once the two electric vehicles E are connected, the second system lock 230 is unlocked by the second key K2, and the inter-vehicle charging permission means allows power to be supplied from the storage battery of the electric vehicle E to the storage battery of the other electric vehicle E. Then, the touch panel 72 is operated to operate the inter-vehicle charging means. Then, power is supplied from the A-system No. 1 car Ea1 to the B-system No. 1 car Eb1, and the B-system No. 1 car Eb1 is charged. At this time, the remaining capacity acquisition means acquires the remaining capacity of the storage batteries of the A-system No. 1 car Ea1 and the B-system No. 1 car Eb1, and the required capacity acquisition means acquires the required capacity (the difference between the full capacity and the remaining capacity of the storage battery at the time of connection to the vehicle connection unit 5) of the A-system No. 1 car Ea1, which is the power supply source electric vehicle E. Based on these information, when the storage battery of the first car of the B system Eb1 is fully charged or the remaining capacity of the storage battery of the first car of the A system Ea1 reaches the required capacity, charging is terminated (charging can be terminated at any time before that by operating the touch panel 72). As a result, the first car of the B system Eb1 becomes able to run, and the first car of the A system Ea1 has a remaining capacity to run at least to the place where it was previously charged. Even if the required capacity of the first car of the A system Ea1, which is the electric vehicle E that supplies power, cannot be obtained for some reason, when the remaining capacity of the storage battery of the first car of the A system Ea1 decreases to a predetermined value, the power supply stopping means stops the power supply to prevent damage to the storage battery. Also, when charging is performed between the vehicles in this way, the power conditioner 1 is not involved. Then, for the first car of the B system Eb1, while it is being charged, the life prediction means measures and records the charging time, the change in the charging current, the amount of charging power, and the SOH, and based on the information, diagnoses the aging deterioration of the storage battery and predicts its life. The result is displayed on the touch panel 72.

[0068] In addition, in addition to supplying power from the storage battery of one electric vehicle E to the storage battery of another electric vehicle E in this manner, there may be multiple electric vehicles E as the power source or the power destination. That is, in the case of charging from one electric vehicle to multiple electric vehicles, for example, as shown in FIG. 8(b), the first car of A system Ea1 charges the first car of B system Eb1 and the first car of C system Ec1. In the case of charging from multiple electric vehicles to one electric vehicle, for example, as shown in FIG. 8(c), the first car of A system Ea1 and the first car of B system Eb1 charges the first car of C system Ec1. In the case of charging from multiple electric vehicles to multiple electric vehicles, for example, as shown in FIG. 8(d), the first car of A system Ea1 and the first car of B system Eb1 charges the first car of C system Ec1 and the first car of D system Ed1.

[0069] Next, assume that this charging / discharging system is dispatched to supply power to a load L in a building (such as a shelter) that has lost power during a disaster. The load L includes three-phase power loads La that operate on three-phase AC electricity, such as elevators, and single-phase lighting loads Lb that operate on single-phase AC electricity, such as lighting fixtures, but the three-phase power load La is the subject of this example. Although at least one electric vehicle E is needed to supply power to the load L, it is assumed here that there are multiple electric vehicles E. In this case, as shown in FIG. 9, the electric vehicles E are connected to multiple plugs 51 of the vehicle connection units 5 of multiple DC converters 2 (A-system DC converter 2a and B-system DC converter 2b). The electric vehicles E connected to the A-system vehicle connection unit 5 are designated in order as A-system No. 1 car Ea1, A-system No. 2 car Ea2, etc., and the electric vehicles E connected to the B-system vehicle connection unit 5 are designated in order as B-system No. 1 car Eb1, B-system No. 2 car Eb2, etc. However, it is assumed that all of the connected electric vehicles E have a sufficient remaining capacity in the storage batteries. In addition, a three-phase power load La is connected to the system side terminal 61 of the load connection unit 6 connected to the insulating transformer 3 via a distribution board (not shown). Although not shown in FIG. 9, as shown in FIG. 6, a gasoline vehicle G is connected to the E-system DC converter 2e by a DC power cable 55 having a DC power plug 54. In addition, the control unit 7 and the building's smart meter M are wirelessly connected by a B route adapter 74. Furthermore, a commercial power source P is connected to the connection unit 9.

[0070] After the connection of each part is completed, both the first system lock 220 and the second system lock 230 are unlocked by the first key K1 and the second key K2, and the load power supply permission means is made to be able to supply power from the electric vehicle E to the load L. Then, the touch panel 72 is operated to operate the load power supply means. Then, as shown in FIG. 9(a), the electric interlock device 53 of the vehicle connection section 5 of the A system closes the relay contact 52 of the wiring connected to the A system No. 1 car Ea1, and opens the other relay contact 52. Then, power is supplied from the A system No. 1 car Ea1 to the three-phase power load La via the A system DC converter 2a, the power conditioner 1, and the insulating transformer 3, and the three-phase power load La is driven. At this time, the commercial power supply monitoring means monitors the state of the commercial power supply through the B route adapter 74, etc., and supplies power from the electric vehicle E on the condition that there is a power outage. In addition, the remaining capacity acquisition means acquires the remaining capacity of the storage battery of the A-system No. 1 car Ea1, and the required capacity acquisition means acquires the required capacity (the difference between the full capacity and the remaining capacity of the storage battery at the time of connection to the vehicle connection unit 5) of the A-system No. 1 car Ea1, which is the power supply source electric vehicle E. Based on this information, the vehicle switching means switches the power supply source electric vehicle E to another electric vehicle E so that the remaining capacity of the storage battery of the A-system No. 1 car Ea1 is maintained at the required capacity (the switching can also be performed at any time before that by operating the touch panel 72). At this time, the power supply source electric vehicle E is switched from the A-system No. 1 car Ea1 connected to the A-system DC converter 2a to the B-system No. 1 car Eb1 connected to the B-system DC converter 2b as shown in FIG. 9(b), and power is supplied from the B-system No. 1 car Eb1 to the three-phase power load La via the B-system DC converter 2b, the power conditioner 1, and the insulating transformer 3, and the three-phase power load La continues to operate. During the switchover, the amount of power supplied from the first vehicle of system A, Ea1, is linearly decreased and the amount of power supplied from the first vehicle of system B, Eb1, is linearly increased so that the sum of the power supplied from the two electric vehicles E remains constant. This ensures a seamless, uninterrupted supply of power even when electric vehicle E is switched over.In this way, the electric vehicle E as the power supply source is switched in the following manner: A-series No. 1 car Ea1 → B-series No. 1 car Eb1 → A-series No. 2 car Ea2 → B-series No. 2 car Eb2 →... by switching the DC converter 2 used (of course, the electric vehicle E may be connected to the C-series DC converter 2c or the D-series DC converter 2d to be the power supply source). When power supply is completed, the electric vehicle E has a remaining capacity to travel at least to the place where it was previously charged. Even if the required capacity of the electric vehicle E as the power supply source cannot be obtained for some reason, when the remaining capacity of the storage battery of the electric vehicle E decreases to a predetermined value, the power supply stopping means stops power supply to prevent damage to the storage battery. Also, the load power supply means may supply power to the three-phase power load La from the auxiliary power source dynamo of the gasoline vehicle G instead of the storage battery of the electric vehicle E. Furthermore, when the commercial power supply P is restored, the load power supply means stops supplying power to the three-phase power load La, and the charge / discharge switching means supplies power from the commercial power supply P to the storage battery of the electric vehicle E, and also supplies power to the power supply unit 8 to charge the backup storage battery 84 via the charger 81. As for the load L, when power is supplied, the insulation performance evaluation means measures and records the earth current value returning to the power conditioner 1 side, and evaluates the insulation performance based on the information. By evaluating in chronological order, it is possible to diagnose deterioration of the insulation performance over time and perform preventive maintenance. The results are displayed on the touch panel 72.

[0071] According to such a charging and discharging system, the system has a simple configuration including the power conditioner 1, the DC converter 2, the insulating transformer 3, and the electric lighting transformer 4, and not only can the load power supply means supply power from the storage battery of the electric vehicle E to various loads L, but also the inter-vehicle charging means can supply power from the storage battery of the electric vehicle E to the storage battery of another electric vehicle E. By providing the insulating transformer 3 and the electric lighting transformer 4, power can be supplied to both the three-phase power load La and the single-phase electric lighting load Lb. Furthermore, the vehicle switching means can switch the electric vehicle E that is the power supply source to supply a larger amount of power. The remaining capacity acquisition means acquires the remaining capacity of the storage battery of the electric vehicle E, and the vehicle switching means gradually reduces the amount of power supplied from the electric vehicle E that is the original power supply source and gradually increases the amount of power supplied from the electric vehicle E that is the new power supply source. Therefore, even when the electric vehicle E that is the power supply source is switched, power can be supplied seamlessly without interruption, and there is no effect on the power supply destination. In addition, the required capacity acquisition means acquires the required capacity, which is the remaining capacity of the storage battery required for the electric vehicle E, and the vehicle switching means switches the electric vehicle E that supplies power to another electric vehicle E so that the remaining capacity of the storage battery of the electric vehicle E that supplies power maintains the required capacity, so that the electric vehicle E that supplies power can be prevented from running out of remaining capacity of the storage battery. Furthermore, the required capacity acquisition means determines the difference between the full capacity and the remaining capacity of the storage battery at the time when the electric vehicle E is connected to the vehicle connection unit 5 as the required capacity of the electric vehicle E, so that it is possible to easily ensure the remaining capacity for the electric vehicle E to run at least to the place where it was previously charged. In addition, since the capacity of the insulating transformer 3 is equal to or less than the capacity of the power conditioner 1, it is possible to prevent the power conditioner 1 from being stopped due to an overcurrent or overload caused by an inrush current at the start of the three-phase power load La of the power supply destination.

[0072] In addition, the power supply stopping means issues an alarm and stops power supply when the remaining capacity of the storage battery of the power supply source electric vehicle E reaches a predetermined value, so that it is possible to prevent the storage battery from being completely discharged until the remaining capacity is exhausted and damaged. Furthermore, the commercial power monitoring means monitors the state of the commercial power supply through the building's smart meter M, so that it is possible to prevent overcurrent to the charging / discharging system. In addition, the charging / discharging switching means allows the electric vehicle E to provide assistance only when the load is high, without using a demand meter. In addition, by using this charging / discharging system, it is possible to obtain, incidentally, the results of the life prediction means for the storage battery of the electric vehicle E and the insulation performance evaluation means for the insulation performance evaluation of the load L. These results are useful when using the electric vehicle E and the load L in the future, and obtaining such results is a motivation for using the charging / discharging system.

[0073] It is also possible to connect a DC power source such as a gasoline vehicle G to the DC converter 2, so that power obtained from a dynamo for the auxiliary power source of the gasoline vehicle G can be supplied to the load L. Furthermore, this charging and discharging system can also supply power from the storage battery of the electric vehicle E to a commercial power system, that is, reverse charging from the low voltage side to the high voltage side. Also, being able to connect the electric vehicle E and receive power means that electricity can be transported by the electric vehicle E. As a result, as long as the electric vehicle E is capable of running, it can receive power from independent power sources such as hydroelectric power plants installed in unelectrified areas without a power transmission and distribution network.

[0074] The charge / discharge system provided in the power supply system in which the interlock system of the present invention is provided is not limited to the above embodiment, and can be appropriately modified within the scope of the invention. For example, it may have a dedicated DC converter for connecting a DC power source such as a gasoline vehicle. In addition, the electric lighting transformer may be any one that can extract single-phase AC electricity from three-phase AC electricity, and may be, for example, a Scott-connected transformer. Furthermore, a renewable energy power generation device such as a solar power generation device or a wind power generation device can be connected to the DC converter. In addition, although the above embodiment is a portable system in which the system itself is mounted on a vehicle, the battery of the vehicle may be used as the power source for the system. Furthermore, the PLC of the control unit can be freely operated by a program, and it is possible to provide various services based on various measurements and input information, in addition to the life prediction and insulation performance evaluation of the above embodiment.

[0075] This charging and discharging system can be used not only in times of disaster, but also in various other situations, such as when it is used off-grid and not connected to a commercial power grid, to temporarily supply power to event venues, construction sites, etc.

[0076] Another example of on-grid use in conjunction with a commercial power system is when electricity is received from a commercial power source, and when demand for electricity increases, supplementary power is received from a vehicle's storage battery, etc., to ensure that the standard demand value is not exceeded. [Explanation of symbols]

[0077] 61 System side terminal 100 Commercial side circuit 110 Switchgear 120 Commercial side terminal 130 Switch lock section 140 Switch lock 150 Opening and closing control means 200 Charging and discharging system 210 System Lock Section 220 First System Lock 230 Second System Lock 300 Load side circuit 310 Load side terminal 320 Terminal lock section 330 First terminal lock 340 Second terminal lock 350 Contact control means K1 1st key K2 2nd key

Claims

1. An interlock system provided in a power supply system, comprising a commercial side circuit connected to a commercial power source, a charge / discharge system connected to a standby power source, and a load side circuit connected to a load, the commercial side circuit having a switch for opening and closing the circuit and a commercial side terminal for connecting to the load side, the charge / discharge system being capable of supplying power from the standby power source to the load and having a system side terminal for connecting to the load side, and the load side circuit having a load side terminal selectively connected to the commercial side terminal or the system side terminal, The device includes a switch locking unit provided in the switch, a system locking unit provided in the charge / discharge system, a terminal locking unit provided at a connection portion between the commercial side terminal and the system side terminal and the load side terminal, and a first key and a second key, The open / close locking unit has a open / close lock that can be locked and unlocked by a first key, the first key being removable in a locked state and the first key being non-removable in an unlocked state, and an opening / closing control means that fixes the open / close in an open state when the open / close lock is in a locked state and allows the open / close of the open / close in an unlocked state, The system lock unit has a first system lock which can be locked and unlocked with a first key, the first key being removable in the locked state and the first key being unremovable in the unlocked state, a second system lock which can be locked and unlocked with a second key, the second key being removable in the locked state and the second key being unremovable in the unlocked state, and a load power supply permission means which enables the charging and discharging system to supply power from the standby power source to a load on condition that both the first system lock and the second system lock are in the unlocked state, The interlock system is characterized in that the terminal lock unit has a first terminal lock that can be locked and unlocked with a first key, the first key being removable in the locked state and the first key being irremovable in the unlocked state, a second terminal lock that can be locked and unlocked with a second key, the second key being removable in the locked state and the second key being irremovable in the unlocked state, and a connection / disconnection control means that enables the commercial side terminal and the load side terminal to be connected and disconnected when at least the first terminal lock is in the unlocked state and enables the system side terminal and the load side terminal to be connected and disconnected when at least the second terminal lock is in the unlocked state.

2. The standby power source is a storage battery mounted on the vehicle, The interlock system according to claim 1, characterized in that the system lock unit has an inter-vehicle charging permission means for enabling the charging / discharging system to supply power from the storage battery of one vehicle to the storage battery of another vehicle on the condition that the second system lock is in an unlocked state.

3. An interlock system as described in claim 1 or 2, characterized in that the terminal lock portion is provided on the load side terminal, and the connection / disconnection control means enables the commercial side terminal and the system side terminal to be connected and disconnected from the load side terminal when both the first terminal lock and the second terminal lock are in an unlocked state.

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