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

Abstract

To supply power at an appropriate voltage with a simple configuration.SOLUTION: A vehicle 1 includes: an on-vehicle inverter 16 capable of adjusting the voltage of power; and a vehicle inlet 17. The vehicle inlet 17 has a CS terminal 215 through which a proximity detection signal for identifying a connection state between a discharge connector 2 and the vehicle inlet 17 is transmitted. An ECU 19 includes a processor 191 which selects the voltage of power output from the on-vehicle inverter 16. The processor 191 selects AC 100 V when the proximity detection signal is within a first extent (a fourth range or a fifth range), but selects AC 200 V higher than AC 100 V when the proximity detection signal is within a second extent (a fifth range or a sixth range) which is at least partially different from the first extent.SELECTED DRAWING: Figure 12

Description

Technical Field

[0001] The present disclosure relates to a vehicle control device, a vehicle, a power supply system, a program, a discharge connector, electrical equipment, and a power supply method.

Background Art

[0002] Vehicles capable of supplying power to the outside are known. Power supply from a vehicle to indoor equipment is also called V2H (Vehicle to Home), and power supply from a vehicle to an electrical device is also called V2L (Vehicle to Load). Various technologies related to V2H and V2L have been proposed. For example, Japanese Patent No. 5123419 (Patent Document 1) discloses a connector that connects an electrical device that receives power supply and a vehicle.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Patent Document 2

Patent Document 3

Summary of the Invention

Problems to be Solved by the Invention

[0004] In order to use various indoor equipment or electrical devices, etc., there is a demand for supplying power of an appropriate voltage according to the operating voltage of the indoor equipment or the operating voltage of the electrical device. In particular, it is desirable to be able to supply power of an appropriate voltage with as simple a configuration as possible.

[0005] The present disclosure has been made to solve the above problems, and an object of the present disclosure is to enable supply of power of an appropriate voltage with a simple configuration.

Means for Solving the Problems

[0006] (1) A vehicle control device according to an aspect of the present disclosure controls a vehicle configured to be capable of discharging to the outside via a discharge connector. The vehicle includes a power conversion device configured to be able to adjust the voltage of electric power, and a connection part that discharges the electric power output from the power conversion device to the discharge connector when the discharge connector is connected. The connection part has an identification terminal. The vehicle control device includes a processor that selects the voltage of the electric power output from the power conversion device. When the voltage of the identification terminal is within a first range, the processor selects a first voltage, while when the voltage of the identification terminal is within a second range different from the first range, the processor selects a second voltage different from the first voltage.

[0007] (2) The voltage level of the identification terminal changes according to the connection status between the discharge connector and the connection part.

[0008] (3) The discharge connector includes a discharge start switch that receives a user operation for starting discharge from the connection part. The voltage level of the identification terminal changes according to the user operation on the discharge start switch. There is a third range different from both the first range and the second range. When the voltage of the identification terminal changes between the first range and the third range, the processor controls the power conversion device to start outputting the electric power of the first voltage, while when the voltage of the identification terminal changes between the second range and the third range, the processor controls the power conversion device to start outputting the electric power of the second voltage.

[0009] (4) The third range includes a fourth range and a fifth range that do not overlap with each other. When the voltage of the identification terminal changes between the first range and the fourth range, the processor controls the power conversion device to start outputting the electric power of the first voltage, while when the voltage of the identification terminal changes between the second range and the fifth range, the processor controls the power conversion device to start outputting the electric power of the second voltage.

[0010] (5) When the processor detects a change between the first range and the third range of the voltage of the identification terminal multiple times, it controls the power conversion device to start outputting the power of the first voltage, while when the change between the second range and the third range of the voltage of the identification terminal is detected multiple times, it controls the power conversion device to start outputting the power of the second voltage.

[0011] (6) The identification terminal is, for example, the CS terminal through which the Proximity Detection signal defined in IEC (International Electrotechnical Commission ) 61851-1 is transmitted. Each of the first range and the second range is, for example, a voltage range that is undefined as the voltage of the CS terminal in IEC61851-1.

[0012] (7) The vehicle control device according to another aspect of the present disclosure controls a vehicle configured to be capable of discharging to the outside through a discharge connector. The vehicle includes an in-vehicle inverter configured to adjust the voltage of the power and a vehicle inlet that discharges the power output from the in-vehicle inverter to the discharge connector when the discharge connector is connected. The vehicle inlet has a CS terminal through which a Proximity Detection signal whose voltage level changes according to the connection status between the discharge connector and the connection part is transmitted. The vehicle control device includes a processor that selects the voltage of the power output from the in-vehicle inverter. When the Proximity Detection signal is within the first range, the processor selects the first voltage, while when the Proximity Detection signal is within a second range different from the first range, the processor selects a second voltage different from the first voltage.

[0013] (8) A vehicle according to still another aspect of the present disclosure includes the above-described vehicle control device.

[0014] (9) A power supply system according to still another aspect of the present disclosure includes the above-described vehicle and a discharge connector.

[0015] (10) A program according to still another aspect of the present disclosure causes a computer to operate when executed by a processor of a computer mounted on a vehicle. The vehicle includes a power conversion device configured to be able to adjust the voltage of electric power, and a connection portion that discharges the electric power output from the power conversion device to a discharge connector when the discharge connector is connected. The connection portion has an identification terminal. The operation includes a step of selecting a first voltage when the voltage of the identification terminal is within a first range, and a step of selecting a second voltage different from the first voltage when the voltage of the identification terminal is within a second range different from the first range.

[0016] (11) A discharge connector according to still another aspect of the present disclosure is configured to be connected to a connection portion provided on a vehicle. The discharge connector includes an identification terminal, a first circuit configured such that when the discharge connector and the connection portion are connected, the voltage of the identification terminal is within a first range, a second circuit configured such that when the discharge connector and the connection portion are connected, the voltage of the identification terminal is within a second range different from the first range, and a switch configured to selectively connect one of the first circuit and the second circuit to the identification terminal.

[0017] (12) A power facility according to still another aspect of the present disclosure is configured to be able to receive power supply from a vehicle. The vehicle is configured to be able to adjust the voltage of the power output from the connection portion. The power facility includes an identification terminal, a discharge connector configured to be connectable to the connection portion, and a control device. When the voltage of the identification terminal is within a first range, the control device transmits a command to the vehicle to discharge the power of the first voltage from the connection portion, while when the voltage of the identification terminal is within a second range different from the first range, the control device transmits a command to the vehicle to discharge the power of a second voltage different from the first voltage from the connection portion.

[0018] (13) A power supply method according to still another aspect of the present disclosure supplies power from a vehicle to the outside via a discharge connector. The vehicle includes a connection portion to which the discharge connector is connected, and is configured to be able to adjust the voltage of the power discharged from the connection portion. The connection portion has an identification terminal. The power supply method includes a step of discharging power of a first voltage from the connection portion of the vehicle when the voltage of the identification terminal is within a first range, and a step of discharging power of a second voltage different from the first voltage from the connection portion of the vehicle when the voltage of the identification terminal is within a second range different from the first range.

Advantages of the Invention

[0019] According to the present disclosure, power of an appropriate voltage can be supplied with a simple configuration.

Brief Description of the Drawings

[0020]

Figure 1

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Figure 23

Embodiments for Carrying Out the Invention

[0021] Hereinafter, embodiments of the present disclosure will be described in detail with reference to the drawings. In the drawings, the same or corresponding parts are denoted by the same reference numerals, and the description thereof will not be repeated.

[0022] [Embodiment 1] In Embodiment 1, a configuration for implementing V2L by the power supply system according to the embodiment of the present disclosure will be described.

[0023] <System Configuration> FIG. 1 is a diagram schematically showing the overall configuration of the power supply system according to Embodiment 1. The power supply system 10 includes a vehicle 1, a discharge connector 2, an electric device 3, and a server 9.

[0024] The vehicle 1 is a vehicle capable of implementing V2L. The vehicle 1 in the present embodiment is configured to be able to discharge alternating current (AC) power to the electric device 3. More specifically, the vehicle 1 is a battery electric vehicle (BEV), a plug-in hybrid electric vehicle (PHEV), a fuel cell electric vehicle (FCEV), or the like.

[0025] The discharge connector 2, also called a VPC (Vehicle Power Connector), is a vehicle of the vehicle 1 It is connected to the inlet 17. The discharge power from the vehicle 1 is supplied to the device main body 32 via the discharge connector 2 and the power cable 31 of the electric device 3. The detailed configuration of the discharge connector 2 according to the present embodiment will be described with reference to FIGS. 2, 3, 7, 8, etc.

[0026] The electric device 3 is a device that operates by consuming AC power. The type of the electric device 3 is not particularly limited. The electric device 3 may be not only a household electric device (consumer device) but also an industrial electric device (heavy electrical equipment). The operating voltage of the electric device 3 is AC100V (corresponding to the "first voltage" according to the present disclosure) or AC200V (corresponding to the "second voltage" according to the present disclosure) in this example. However, the operating voltage of the electric device 3 may vary depending on the sales region of the electric device 3, etc. The operating voltage of the electric device 3 may be, for example, AC120V or AC240V.

[0027] The server 9 includes a processor 91 such as a CPU (Central Processing Unit), a memory 92 such as a ROM (Read Only Memory) and a RAM (Random Access Memory), and a communication device 93. The processor 91 is configured to execute arithmetic processing related to discharge control from the vehicle 1 to the electric device 3. The memory 92 stores programs executable by the processor 91. The server 9 is configured to perform two-way wireless communication with the vehicle 1 using the communication device 93. The server 9 can control the discharge operation of the vehicle 1 by transmitting a command to the vehicle 1.

[0028] FIG. 2 is a diagram showing a configuration example of the vehicle 1, the discharge connector 2, and the electric device 3. The vehicle 1 is an electric vehicle in this example, and includes a motor generator 11, a PCU (Power Control Unit) 12, an in-vehicle battery 13, a system main relay (SMR: System Main Relay) 14, a discharge relay 15, an in-vehicle inverter 16, a vehicle inlet 17, and a communication It includes a communication module 18 and an ECU (Electronic Control Unit) 19.

[0029] The motor generator 11 is, for example, a three-phase AC rotating electric machine. The motor generator 11 rotates the drive shaft using the AC power discharged from the in-vehicle battery 13. Also, the motor generator 11 can generate electricity by regenerative braking. The AC power generated by the motor generator 11 is converted into direct current (DC: Direct Current ) power by the PCU 12 and is used to charge the in-vehicle battery 13.

[0030] The PCU 12 is electrically connected to the motor generator 11. The PCU 12 includes a converter and an inverter (not shown). The PCU 12 performs bidirectional power conversion between the in-vehicle battery 13 and the motor generator 11 according to a command from the ECU 19.

[0031] The in-vehicle battery 13 is electrically connected to the SMR 14. The in-vehicle battery 13 is a battery pack including a plurality of cells (not shown). Each cell is typically a secondary battery such as a lithium-ion battery or a nickel-metal hydride battery. The in-vehicle battery 13 stores the power supplied from an external charger (not shown) or the power generated by the motor generator 11. Then, when the vehicle 1 is running, the in-vehicle battery 13 supplies DC power for generating the driving force of the vehicle 1 to the motor generator 11. Also, when the vehicle 1 is stopped, the in-vehicle battery 13 supplies DC power for AC / DC conversion to the in-vehicle inverter 16. Note that instead of the in-vehicle battery 13, a capacitor such as an electric double layer capacitor may be adopted.

[0032] One end of the SMR 14 is electrically connected to the in-vehicle battery 13. The other end of the SMR 14 is electrically connected to the power line connecting the PCU 12 and the discharge relay 15. The SMR 14 is closed / opened in response to a command from the ECU 19.

[0033] The discharge relay 15 is electrically connected between the PCU 12 and the in-vehicle inverter 16. The discharge relay 15, like the SMR 14, is closed / opened in response to a command from the ECU 19. When the SMR 14 is closed and the discharge relay 15 is closed, the supply of DC power from the in-vehicle battery 13 to the in-vehicle inverter 16 becomes possible.

[0034] The in-vehicle inverter 16 is electrically connected between the discharge relay 15 and the vehicle inlet 17. The in-vehicle inverter 16 is a bidirectional charger in this example and is configured to be able to convert AC power into DC power and also to be able to convert DC power into AC power. However, the in-vehicle inverter 16 may separately include a unidirectional charger that converts AC power into DC power and an AC inverter (both not shown) that converts DC power into AC power.

[0035] In the present embodiment, the in-vehicle inverter 16 is configured to be able to adjust the voltage of the AC power in accordance with a command from the ECU 19. More specifically, the in-vehicle inverter 16 is configured to be able to output 100V AC power (more specifically, single-phase three-wire 100V AC power) or to output AC200V AC power (more specifically, single-phase three-wire 200V AC power). The in-vehicle inverter 16 is an example of the "power conversion device" according to the present disclosure. As will be described later, the power supplied from the vehicle 1 may be DC power. In this case, the "power conversion device" according to the present disclosure may be a DC / DC converter.

[0036] The vehicle inlet 17 is electrically connected to the in-vehicle inverter 16. The vehicle inlet 17 is configured to be able to insert a charging connector (not shown) extending from the charging cable of an external charger and is also configured to be able to insert the discharge connector 2. When the discharge connector 2 is inserted into the vehicle inlet 17, the vehicle inlet 17 is configured to be able to receive a proximity detection signal (to be described later) from the discharge connector 2 in addition to outputting discharge power to the discharge connector 2.

[0037] In addition, when the vehicle inlet 17 is used for discharging, it may be described as "outlet" instead of "inlet". However, here, in accordance with the international standard for vehicle couplers (IEC62196-2:2011), it is described as "inlet". The vehicle inlet 17 corresponds to the "connection part" according to the present disclosure.

[0038] The communication module 18 is a DCM (Digital Communication Module) configured to enable wireless communication with the server 9 (see FIG. 1). The vehicle 1 can transmit various data to the server 9 or receive commands from the server 9 through the communication by the communication module 18.

[0039] The ECU 19 includes a processor 191 such as a CPU, a memory 192 such as a ROM and a RAM, and an input / output port (not shown). The ECU 19 controls in-vehicle devices so that the vehicle 1 reaches a desired state according to signals from various sensors and the like. As the main control executed by the ECU 19 in the present embodiment, there is a discharge control for discharging from the vehicle 1 to the electrical device 3 via the discharge connector 2. Note that the ECU 19 may be divided into two or more ECUs for each function (for example, a charge / discharge ECU that controls the charge and discharge of the vehicle 1, a battery ECU that manages the in-vehicle battery 13, an MG ECU that controls the running of the vehicle 1, etc.).

[0040] The discharge connector 2 includes a plug (vehicle joint part) 21, a socket 22, and a discharge connector circuit 23. The discharge connector circuit 23 includes a latch release button 24 and a discharge start switch 25.

[0041] The plug 21 is configured to be insertable into the vehicle inlet 17. The plug 21 includes, for example, the five terminals described below.

[0042] FIG. 3 is a diagram showing an example of the terminals provided on the plug 21 of the discharge connector 2. The plug 21 includes an L1 terminal 211, an L2 terminal 212, a PE terminal 213, a CP terminal 214, and a CS terminal 215.

[0043] The L1 terminal 211 and the L2 terminal 212 are a pair of AC terminals for transmitting AC power. The PE terminal 213 is a ground terminal that is connected to the body ground of the vehicle 1 when the discharge connector 2 and the vehicle inlet 17 are connected. The CP terminal 214 is a signal terminal through which a CPLT (Control Pilot) signal is transmitted. The CS terminal 215 is a terminal through which a proximity detection signal is transmitted. The CS terminal 215 corresponds to the "identification terminal" according to the present disclosure. The proximity detection signal will be described in detail with reference to FIG. 4.

[0044] Returning to FIG. 2, the socket 22 is configured to be able to insert the power plug 311 of the electrical device 3. The discharge connector circuit 23 is a circuit for generating a CPLT signal and a proximity detection signal.

[0045] The latch release button 24 receives a user operation for releasing the latch (fixing) between the discharge connector 2 (plug 21) and the vehicle inlet 17. More specifically, when the user inserts the plug 21 into the vehicle inlet 17, the vehicle inlet 17 and the plug 21 are automatically latched by a latching mechanism. When the user operates the latch release button 24, the latch is released and the plug 21 can be removed from the vehicle inlet 17.

[0046] The discharge start switch 25 is a switch for starting the discharge from the vehicle inlet 17 to the discharge connector 2. When the user operates the discharge start switch 25, the voltage of the proximity detection signal changes (details will be described later). By detecting this voltage change, the ECU 19 detects the user operation. When the ECU 19 detects two consecutive user operations on the discharge start switch 25, the ECU 19 starts the discharge from the vehicle inlet 17 to the discharge connector 2.

[0047] <Proximity Detection Signal> FIG. 4 is a diagram for explaining the voltage range of the proximity detection signal defined in the international standard (IEC61851-1). The connection state between the discharge connector 2 and the vehicle inlet 17 is classified into a connected state, a mated state, or an unmated state.

[0048] The connected state means a state where the discharge connector 2 (plug 21) is inserted into the vehicle inlet 17, and all terminals (see FIG. 3) between the discharge connector 2 and the vehicle inlet 17 are electrically connected, and the discharge connector 2 and the vehicle inlet 17 are latched. The mated state means a state where the discharge connector 2 is inserted into the vehicle inlet 17, and all terminals between the discharge connector 2 and the vehicle inlet 17 are electrically connected, but the discharge connector 2 and the vehicle inlet 17 are not latched. The unmated state means a state other than the connected state and the mated state.

[0049] In IEC61851-1, a voltage range indicating a connected state, a voltage range indicating a mated state, and a voltage range indicating an unmated state are defined as the voltage range of the proximity detection signal. Further, in the voltage range of the proximity detection signal, there is an undefined voltage range in addition to the above three defined voltage ranges. Specifically, the voltage ranges from 0V to 1.359V, from 1.639V to 2.553V, from 2.944V to 4.301V, and higher than 4.567V are all undefined.

[0050] In order to make various electrical devices 3 available, there is a demand to supply AC power of an appropriate voltage according to the operating voltage of the electrical device 3 from the vehicle 1. It is desirable to realize such a power supply of an appropriate voltage with a configuration as simple as possible.

[0051] Therefore, in the present embodiment, the discharge connector 2 used for power supply to the electrical device 3 is prepared according to the operating voltage of the electrical device 3. More specifically, for power supply to the electrical device 3 operating at AC100V, a certain discharge connector 2A is used. For power supply to the electrical device 3 operating at AC200V, another discharge connector 2B is used. Then, by newly assigning the undefined voltage range shown in FIG. 4 to the voltage range of the proximity detection signal, the ECU 19 identifies which of the discharge connectors 2A and 2B is connected to the vehicle inlet 17. Thereby, the ECU 19 determines the voltage to be supplied to the electrical device 3, and it becomes possible to supply AC power of an appropriate voltage to the electrical device 3. Various variations are conceivable for the method of assigning the undefined voltage range. Hereinafter, three representative embodiments will be described in order.

[0052] [Example 1 of Embodiment 1] FIG. 5 is a diagram for explaining the assignment of the voltage range of the proximity detection signal in Example 1 of Embodiment 1. In Example 1, the proximity detection ion signal is divided into six voltage ranges. The six voltage ranges are described as "First Range" to "Sixth Range" in descending order. It is confirmed that the following specific voltage values are merely examples.

[0053] The first range is a voltage range from 3.5V to 4.7V, indicating that the discharge connector 2 and the vehicle inlet 17 are in an un-fitted state. The second range is a voltage range from 2.0V to 3.5V, indicating that the discharge connector 2 and the vehicle inlet 17 are in a fitted state. The third range is a voltage range from 1.2V to 2.0V, which is used during charging. The fourth to sixth ranges are voltage ranges newly defined in the voltage range from 0V to 1.359V, which is undefined in IEC61851-1.

[0054] The fourth range is a voltage range from 0.7 V to 1.2 V. The fourth range indicates that the discharge connector 2 and the vehicle inlet 17 are in a connected state, and also indicates that the discharge connector 2A for AC 100 V is connected to the vehicle inlet 17. Further, the fourth range indicates that no user operation has been performed on the discharge start switch 25.

[0055] The fifth range is a voltage range from 0.4 V to 0.7 V. The fifth range indicates that the discharge connector 2 and the vehicle inlet 17 are in a connected state, and also indicates that a user operation has been performed on the discharge start switch 25.

[0056] The sixth range is a voltage range from 0.0 V to 0.4 V. The sixth range indicates that the discharge connector 2 and the vehicle inlet 17 are in a connected state, and also indicates that the discharge connector 2B for AC 200 V is connected to the vehicle inlet 17. Further, the sixth range indicates that no user operation has been performed on the discharge start switch 25.

[0057] In addition, in the first embodiment, the fourth range corresponds to the "first range" according to the present disclosure. The sixth range corresponds to the "second range" according to the present disclosure. The fifth range corresponds to the "third range" according to the present disclosure.

[0058] FIG. 6 is a circuit block diagram showing an example of the configuration of the discharge connector 2A for AC 100 V in the first example of the first embodiment. FIG. 7 is a circuit block diagram showing an example of the configuration of the discharge connector 2B for AC 200 V in the first example of the first embodiment.

[0059] Referring to FIG. 6, the discharge connector 2A for AC 100 V includes a discharge connector circuit 231. The discharge connector circuit 231 includes a latch release button 24, a discharge start switch 251, and resistors R61, R71, and Re1.

[0060] Resistor R71 and resistor Re1 are connected in parallel. Resistor R61 is connected in series to the parallel circuit of resistor R71 and resistor Re1. The latch release button 24 is connected in series to resistor Re1. The discharge start switch 251 is connected in parallel to resistor Re1. The discharge start switch 251 is a normally-off switch that is open (released) when not in operation and short-circuits when in operation.

[0061] When the discharge connector 2A and the vehicle inlet 17 are in a connected state, the voltage of the CS terminal 215 is pulled up by the 5V power supply of the vehicle inlet 17 and the pull-up resistor R1. In this example, resistor R61 = 39Ω, resistor R71 = 430Ω, and resistor Re1 = 51Ω. By setting each resistance value in this way, the proximity detection signal is within the fourth range when the discharge start switch 251 is not in operation (open), and the discharge is within the fifth range when the discharge start switch 251 is in operation (short-circuited).

[0062] Referring to FIG. 7, the discharge connector 2B for AC200V output includes a discharge connector circuit 232 instead of the discharge connector circuit 231. The discharge connector circuit 232 includes the latch release button 24, the discharge start switch 252, and resistors R62, R72, and Re2.

[0063] The connection relationship of the components of the discharge connector circuit 232 is equivalent to the connection relationship of the corresponding components of the discharge connector circuit 231. That is, resistor R72 and resistor Re2 are connected in parallel. Resistor R62 is connected in series to the parallel circuit of resistor R72 and resistor Re2. The latch release button 24 is connected in series to resistor Re2. The discharge start switch 252 is connected in parallel to resistor Re2.

[0064] On the other hand, while the discharge start switch 251 for AC100V is a normally-off switch, the discharge start switch 252 for AC200V is a normally-on switch. The discharge start switch 252 is short-circuited when not in operation and opens when in operation.

[0065]

[0065] In this example, the resistance R62 = 20 Ω, the resistance R72 = 460 Ω, and the resistance Re2 = 20 Ω. By setting each resistance value in this way, the proximity detection signal in the connection state between the discharge connector 2B and the vehicle inlet 17 is within the sixth range when the discharge start switch 252 is not operated (short-circuited), and within the fifth range when the discharge start switch 252 is operated (opened).

[0066] FIG. 8 is a time chart showing the time change of the proximity detection signal when the AC 100V discharge connector 2A in the first embodiment of the first example is used. FIG. 9 is a time chart showing the time change of the proximity detection signal when the AC 200V discharge connector 2B in the first embodiment of the first example is used. The horizontal axis represents the elapsed time. The vertical axis represents, in order from the top, the presence or absence of user operations (on operation / off operation) on the discharge start switches 251 and 252, the short circuit / open of the discharge start switches 251 and 252, the proximity detection signal, and the voltage of the AC power output from the in-vehicle inverter 16. The same applies to FIGS. 12, 13, etc. described later.

[0067] Referring to FIG. 8, when the user inserts the AC 100V discharge connector 2A into the vehicle inlet 17, the discharge connector 2A and the vehicle inlet 17 are automatically latched. At this time, the discharge connector 2A and the vehicle inlet 17 transition from the un-fitted state, the fitted state, to the connected state. Accordingly, the proximity detection signal changes in the order of the first range, the second range, and the fourth range.

[0068] Subsequently, in order for the user to start supplying power from the vehicle 1 to the electrical equipment 3, the user operates the discharge start switch 251 to turn it on twice in succession. Requiring two on operations is for preventing misoperations. At this time, the contacts of the normally-off discharge start switch 251 switch between short, open, short, and open. Then, the proximity detection signal changes among the fifth range, the fourth range, the fifth range, and the fourth range. When such a voltage change in the proximity detection signal is detected, the ECU 19 controls the in-vehicle inverter 16 to start outputting AC 100V.

[0069] Referring to FIG. 9, when the user inserts the discharge connector 2B for AC 200V into the vehicle inlet 17, the discharge connector 2B and the vehicle inlet 17 transition through an un-fitted state, a fitted state, and a connected state, similar to FIG. 8. Along with this, the proximity detection signal changes in the order of the first range, the second range, and the sixth range.

[0070] Subsequently, when the user operates the discharge start switch 252 to turn it on twice in succession, the contacts of the normally-on discharge start switch 251 switch between open, short, open, and short. Then, the proximity detection signal changes among the fifth range, the sixth range, the fifth range, and the sixth range. When such a voltage change in the proximity detection signal is detected, the ECU 19 controls the in-vehicle inverter 16 to start outputting AC 200V.

[0071] FIG. 10 is a flowchart showing the processing executed by the ECU 19 in the first embodiment of the first example. This flowchart is called and executed from a main routine (not shown) when, for example, a predetermined condition is satisfied. When this flowchart is executed, both the SMR 14 and the discharge relay 15 are closed. Each step is realized by software processing by the ECU 19, but may also be realized by hardware (electrical circuit) arranged in the ECU 19. Hereinafter, the steps are abbreviated as S. The same applies to flowcharts such as FIG. 14 described later.

[0072] In S11, the ECU 19 determines whether the proximity detection signal is within the fourth range. If the proximity detection signal is within the fourth range (YES in S11), the ECU 19 determines that the discharge connector 2A for AC 100V is connected to the vehicle inlet 17 (S12).

[0073] In S13, the ECU 19 determines whether a user operation on the discharge start switch 251 has been detected twice. That is, the ECU 19 determines whether the switching of the proximity detection signal from the fourth range to the fifth range as shown in FIG. 8 has been detected twice. When such a change in the time of the proximity detection signal is detected (YES in S13), the ECU 19 controls the in-vehicle inverter 16 to start the output of AC 100V (S14).

[0074] If the proximity detection signal is not within the fourth range in S11 (NO in S11), the ECU 19 advances the process to S15 and determines whether the proximity detection signal is within the sixth range. If the proximity detection signal is not within the sixth range (NO in S15), the ECU 19 returns the process to the main routine. If the proximity detection signal is within the sixth range (YES in S15), it is determined that the discharge connector 2B for AC 200V is connected to the vehicle inlet 17 (S16).

[0075] In S17, the ECU 19 determines whether a user operation on the discharge start switch 252 has been detected twice. That is, the ECU 19 determines whether the switching of the proximity detection signal from the sixth range to the fifth range as shown in FIG. 9 has been detected twice. When such a change in the time of the proximity detection signal is detected (YES in S17), the ECU 19 controls the in-vehicle inverter 16 to start the output of AC 200V (S18).

[0076] As described above, in the first embodiment, the ECU 19 identifies the type of the discharge connector 2 (whether the discharge connector 2 is the discharge connector 2A for AC 100V or the discharge connector 2B for AC 200V) connected to the vehicle inlet 17 based on the way the voltage of the proximity detection signal changes within the voltage range not defined in the international standard IEC61851-1. Thereby, the ECU 19 can supply AC power of an appropriate voltage for the operation of the electrical device 3 to the electrical device 3 via the discharge connector 2. The difference in the voltage change of the proximity detection signal is caused by the different resistance values of the three resistors included in the discharge connector circuit 23. Therefore , according to this embodiment, AC power of an appropriate voltage can be supplied with a simple configuration.

[0077] In addition, in FIGS. 8 to 10, it has been described that the ECU 19 of the vehicle 1 identifies the type of the discharge connector 2 based on the proximity detection signal. However, the execution subject of the identification is not limited to the ECU 19, and for example, it may be the server 9. The vehicle 1 transmits the voltage of the proximity detection signal to the server 9. The server 9 identifies the type of the discharge connector 2 based on the voltage of the proximity detection signal and transmits the identification result to the vehicle 1. Thereby, the server 9 can instruct the ECU 19 whether to control the in-vehicle inverter 16 with AC 100V or AC 200V.

[0078] Also, it has been described that the output of AC power from the in-vehicle inverter 16 is started when the operation of the discharge start switch 25 by the user is detected twice. However, the ECU 19 may start the output of AC power to the in-vehicle inverter 16 on the condition that the operation of the discharge start switch 25 is detected only once.

[0079] Furthermore, it is not essential for the user to operate the discharge start switch 25 to initiate the discharge. The discharge start switch 25 may not be provided on the discharge connector 2. For example, the output of AC power from the in-vehicle inverter 16 may be started when a specified time has elapsed after the discharge connector 2 and the vehicle inlet 17 are connected (after the discharge connector 2 is latched to the vehicle inlet 17).

[0080] [Example 2 of Embodiment 1] In Example 2, contrary to Example 1, a configuration example will be described in which the discharge start switch 251 provided on the discharge connector 2A for AC 100V is of the normally-on type, and the discharge start switch 252 provided on the discharge connector 2B for AC 200V is of the normally-off type. Since the circuit configurations of the discharge connectors 2A and 2B are equivalent to the configurations shown in the circuit block diagrams of FIGS. 6 and 7 except for the attributes of the discharge start switches 251 and 252, the description will not be repeated.

[0081] FIG. 11 is a diagram for explaining the assignment of the voltage range of the proximity detection signal in Example 2 of Embodiment 1. Also in Example 2, similar to Example 1, the proximity detection signal is divided into "First Range" to "Sixth Range". The first range to the third range are respectively equivalent to the first range to the third range (see FIG. 5) in Example 1. Also, the numerical values of the voltage ranges of the fourth range to the sixth range are equivalent to the numerical values of the voltage ranges of the corresponding ranges in Example 1. The fourth range to the sixth range are also equivalent to the fourth range to the sixth range in Example 1 in terms of indicating the connection state between the discharge connector and the vehicle inlet 17.

[0082] On the other hand, the fourth range in Example 2 differs from the fourth range in Example 1 in that a user operation on the discharge start switch 25 is being performed. The fifth range in Example 2 differs from the fourth range in Example 1 in that no user operation on the discharge start switch 25 is being performed. The sixth range in Example 2 differs from the sixth range in Example 1 in that a user operation on the discharge start switch 25 is being performed.

[0083] Also in Example 2, similar to Example 1, the fourth range corresponds to the "first range" according to the present disclosure. The sixth range corresponds to the "second range" according to the present disclosure. The fifth range corresponds to the "third range" according to the present disclosure.

[0084] FIG. 12 is a time chart showing the time change of the proximity detection signal when the discharge connector 2A for AC100V is used in Example 2 of Embodiment 1. FIG. 13 is a time chart showing the time change of the proximity detection signal when the discharge connector 2B for AC200V is used in Example 2 of Embodiment 1.

[0085] Referring to FIG. 12, the discharge connector 2A for AC100V and the vehicle inlet 17 transition to an un-fitted state, a fitted state, and a connected state. Accordingly, the proximity detection signal changes in the order of the first range, the second range, and the fifth range.

[0086] Subsequently, when the user continuously turns on the discharge start switch 251 provided in the discharge connector 2A twice, the contacts of the normally-on type discharge start switch 251 switch between open, short, open, and short. Then, the proximity detection signal changes to the fourth range, the fifth range, the fourth range, and the fifth range. When such a voltage change in the proximity detection signal is detected, the ECU 19 controls the in-vehicle inverter 16 to start the output of AC100V.

[0087] Referring to FIG. 13, both the discharge connector 2B for AC 200V and the vehicle inlet 17 transition between an unmated state, a mated state, and a connected state. Along with this, the proximity detection signal changes in the order of the first range, the second range, and the sixth range.

[0088] Subsequently, when the user continuously turns on the discharge start switch 252 provided on the discharge connector 2B twice, the contacts of the normally-off discharge start switch 251 switch between short, open, short, and open. Then, the proximity detection signal changes between the sixth range, the fifth range, the sixth range, and the fifth range. When such a voltage change in the proximity detection signal is detected, the ECU 19 controls the in-vehicle inverter 16 to start the output of AC 200V.

[0089] FIG. 14 is a flowchart showing the processing executed by the ECU 19 in the second embodiment of the first embodiment. In S21, the ECU 19 determines whether the proximity detection signal is within the fifth range. If the proximity detection signal is not within the fifth range (NO in S21), the ECU 19 returns the process to the main routine.

[0090] If the proximity detection signal is within the fifth range (YES in S21), although the ECU 19 cannot identify whether it is the discharge connector 2A for AC 100V or the discharge connector 2B for AC 200V that is connected to the vehicle inlet 17, it determines that one of the discharge connectors is in a connected state to the vehicle inlet 17 (S22).

[0091] In S23, the ECU 19 determines whether a user operation on the discharge start switch 25 (discharge start switch 251 or 252) has been detected twice. When the switching of the proximity detection signal from the fifth range to the fourth range is detected twice (see FIG. 12), the ECU 19 determines that the discharge connector 2A for AC 100V is connected to the vehicle inlet 17, and controls the in-vehicle inverter 16 to start the output of AC 100V (S24). On the other hand, when the switching of the proximity detection signal from the fifth range to the sixth range is detected twice (see FIG. 13), the ECU 19 determines that the discharge connector 2B for AC 200V is connected to the vehicle inlet 17, and controls the in-vehicle inverter 16 to start the output of AC 200V (S25).

[0092] As described above, also in the second embodiment, the ECU 19 is based on the way the voltage of the proximity detection signal changes within the voltage range not defined in IEC 61851-1 to identify the type of the discharge connector 2 connected to the vehicle inlet 17. Thereby, the ECU 19 can supply AC power of an appropriate voltage for the operation of the electrical device 3 via the discharge connector 2. The difference in the voltage change of the proximity detection signal is caused by the different resistance values of the three resistors included in the discharge connector circuit 23. Therefore, according to the present embodiment, AC power of an appropriate voltage can be supplied with a simple configuration.

[0093] In the second embodiment, the type of the discharge connector 2 is identified at the time when a user operation on the discharge start switch 25 is performed, rather than at the time when the discharge connector 2 and the vehicle inlet 17 transition to the connected state. Thus, the timing for identifying the type of the discharge connector 2 can be any timing after the transition to the connected state between the discharge connector 2 and the vehicle inlet 17.

[0094] [Example 3 of Embodiment 1] In Examples 1 and 2, a configuration was described in which a voltage range from 0 V to 1.359 V, which is not defined in IEC61851-1, is newly assigned to the proximity detection signal. In Example 3, a configuration will be described in which, in addition to the above voltage range, another undefined voltage range is assigned to the proximity detection signal.

[0095] FIG. 15 is a diagram for explaining the assignment of the voltage range of the proximity detection signal in Example 3 of Embodiment 1. In Example 3, the proximity detection signal is divided into a "first range" to a "seventh range". The following specific voltage values are also examples.

[0096] The first range is a voltage range from 3.7 V to 4.7 V, indicating an unengaged state. The third range is a voltage range from 2.2 V to 3.2 V, indicating an engaged state. The fifth range is a voltage range from 1.2 V to 1.8 V, which is used during charging. In contrast, the second range, the fourth range, the sixth range, and the seventh range are newly defined voltage ranges.

[0097] The second range is a voltage range from 3.2 V to 3.7 V. The second range indicates that the discharge connector 2 and the vehicle inlet 17 are in a connected state, and that the discharge connector 2A for AC 100 V is connected to the vehicle inlet 17. Furthermore, the second range indicates that no user operation has been performed on the discharge start switch 251.

[0098] The fourth range is a voltage range from 1.8 V to 2.2 V. The fourth range indicates that the discharge connector 2 and the vehicle inlet 17 are in a connected state, and that the discharge connector 2B for AC 200 V is connected to the vehicle inlet 17. Furthermore, the fourth range indicates that no user operation has been performed on the discharge start switch 252.

[0099] The sixth range is a voltage range from 0.6V to 1.2V. The sixth range indicates that the discharge connector 2 and the vehicle inlet 17 are in a connected state, and also indicates that the discharge connector 2A for AC100V is connected to the vehicle inlet 17. Further, the sixth range indicates that a user operation on the discharge start switch 251 is being performed.

[0100] The seventh range is a voltage range from 0.0V to 0.6V. The seventh range indicates that the discharge connector 2 and the vehicle inlet 17 are in a connected state, and also indicates that the discharge connector 2B for AC200V is connected to the vehicle inlet 17. Further the seventh range indicates that a user operation on the discharge start switch 252 is being performed.

[0101] In Example 3, the sixth range corresponds to the "first range" according to the present disclosure. The seventh range corresponds to the "second range" according to the present disclosure. The second range and the fourth range correspond to the "third range" according to the present disclosure. In particular, the second range corresponds to the "fourth range" according to the present disclosure. The fourth range corresponds to the "fifth range" according to the present disclosure.

[0102] FIG. 16 is a time chart showing the time change of the proximity detection signal when the discharge connector 2A for AC100V is used in Example 3 of Embodiment 1. FIG. 17 is a time chart showing the time change of the proximity detection signal when the discharge connector 2B for AC200V is used in Example 3 of Embodiment 1. Here, as an example, both of the two discharge start switches 251 and 252 are of the normally-off type, but discharge start switches 251 and 252 of any attribute (normally-on type / normally-off type) can be adopted.

[0103] Referring to FIG. 16, as the discharge connector 2A for AC100V and the vehicle 1 transition from an un-fitted state to a fitted state and then to a connected state, the proximity detection signal changes in the order of the first range, the third range, and the second range.

[0104] Subsequently, when the user turns on the discharge start switch 251 provided on the discharge connector 2A twice in succession, the contacts of the normally-off discharge start switch 251 switch between short, open, short, and open. Then, the proximity detection signal changes among the sixth range, the second range, the sixth range, and the second range. When such a voltage change in the proximity detection signal is detected, the ECU 19 controls the in-vehicle inverter 16 to start outputting AC 100V.

[0105] Referring to FIG. 17, as the discharge connector 2B for AC 200V and the vehicle 1 transition from the un-fitted state to the fitted state and then to the connected state, the proximity detection signal changes in the order of the first range, the third range, and the fourth range.

[0106] Subsequently, when the user turns on the discharge start switch 252 provided on the discharge connector 2B twice in succession, the contacts of the normally-off discharge start switch 251 switch between short, open, short, and open. Then, the proximity detection signal changes among the seventh range, the fourth range, the seventh range, and the fourth range. When such a voltage change in the proximity detection signal is detected, the ECU 19 controls the in-vehicle inverter 16 to start outputting AC 200V.

[0107] FIG. 18 is a flowchart showing the processing executed by the ECU 19 in the third embodiment of the first embodiment. In S31, the ECU 19 determines whether the proximity detection signal is within the second range. If the proximity detection signal is within the second range (YES in S31), the ECU 19 determines that the discharge connector 2A for AC 100V is in the connected state to the vehicle inlet 17 (S32).

[0108] In S33, the ECU 19 determines whether a user operation on the discharge start switch 251 has been detected twice. That is, the ECU 19 determines whether the switching of the proximity detection signal from the second range to the sixth range has been detected twice (see FIG. 16). When such a change in the proximity detection signal over time is detected (YES in S33), the ECU 19 controls the in-vehicle inverter 16 to start the output of AC 100V (S34).

[0109] If the proximity detection signal is not within the second range in S31 (NO in S31), the ECU 19 advances the process to S35 and determines whether the proximity detection signal is within the fourth range. If the proximity detection signal is not within the fourth range (NO in S35), the ECU 19 returns the process to the main routine. If the proximity detection signal is within the fourth range (YES in S35), it is determined that the discharge connector 2B for AC 200V is in a connected state to the vehicle inlet 17 (S36).

[0110] In S37, the ECU 19 determines whether a user operation on the discharge start switch 252 has been detected twice. That is, the ECU 19 determines whether the switching of the proximity detection signal from the fourth range to the seventh range has been detected twice (see FIG. 17). When such a change in the proximity detection signal over time is detected (YES in S37), the ECU 19 controls the in-vehicle inverter 16 to start the output of AC 200V (S38).

[0111] As described above, also in the third embodiment, the ECU 19 identifies the type of the discharge connector 2 connected to the vehicle inlet 17 based on the way the voltage of the proximity detection signal changes within the voltage range undefined in IEC 61851-1. Thereby, the ECU 19 can supply AC power of an appropriate voltage to the electric device 3 via the discharge connector 2. The difference in the voltage change of the proximity detection signal is caused by the different resistance values of the three resistors included in the discharge connector circuit 23. Therefore, according to the present embodiment, AC power of an appropriate voltage can be supplied with a simple configuration.

[0112] In the first embodiment, the voltage range when a user operation is performed on the discharge start switch 251 and the voltage range when a user operation is performed on the discharge start switch 252 are common (see the fifth range in FIG. 5). Also, in the second embodiment, the voltage range when no user operation is performed on the discharge start switch 251 and the voltage range when no user operation is performed on the discharge start switch 252 are common (see the fifth range in FIG. 11). However, it is not essential to make a part of the voltage range common in this way. As in the third embodiment, (1) when a user operation is performed on the discharge start switch 251, (2) when no user operation is performed on the discharge start switch 251, (3) when a user operation is performed on the discharge start switch 252, and (4) when no user operation is performed on the discharge start switch 252, the four voltage ranges may be defined separately. However, by making a part of the voltage range common, it becomes possible to leave a wide undefined voltage range for another future use.

[0113] [Modification of Embodiment 1] In the first to third embodiments of Embodiment 1, the configuration in which the discharge connector 2A for AC 100V and the discharge connector 2B for AC 200V are separately prepared has been described. In this modification, an example in which the discharge connector is configured to be switchable between AC 100V output and AC 200V output will be described.

[0114] FIG. 19 is a circuit block diagram showing an example of the configuration of the discharge connector in the modification of Embodiment 1. The discharge connector 2C includes a power outlet 22A for AC 100V and a discharge connector circuit 231, a power outlet 22B for AC 200V and a discharge connector circuit 232, an output switching button 261, a switch 262, and a relay 263. Since the configurations of the power outlets 22A and 22B and the discharge connector circuits 231 and 232 are equivalent to the configurations shown in FIGS. 6 and 7, the description will not be repeated.

[0115] The output switching button 261 accepts a user operation to select AC 100V output and a user operation to select AC 200V output.

[0116] The switch 262 is configured to switch the connection destination of the CS terminal 215 between the discharge connector circuit 231 and the discharge connector circuit 232 according to a user operation on the output switching button 261. When the AC 100V output is selected, the switch 262 electrically connects the CS terminal 215 and the discharge connector circuit 231. On the other hand, when the AC 200V output is selected, the switch 262 electrically connects the CS terminal 215 and the discharge connector circuit 232.

[0117] The relay 263 is configured to switch the connection destination of the AC terminal pair (L1 terminal 211 and L2 terminal 212) between the power outlet 22A and the power outlet 22B according to a user operation on the output switching button 261. When the AC 100V output is selected, the relay 263 electrically connects the AC terminal pair and the power outlet 22A. On the other hand, when the AC 200V output is selected, the relay 263 electrically connects the AC terminal pair and the power outlet 22B.

[0118] Even in the modification example, the time change of the proximity detection signal can be set in the same manner as the time chart of Example 1 (see FIGS. 8 and 9), for example. Alternatively, the time change of the proximity detection signal may be set in the same manner as the time chart of Example 2 (see FIGS. 12 and 13) or Example 3 (see FIGS. 16 and 17). Also, as the processing executed by the ECU 19, it can be set in the same manner as the flowchart of Example 1 (see FIG. 10), Example 2 (see FIG. 14), or Example 3 (see FIG. 18), for example. Therefore, detailed descriptions thereof will not be repeated.

[0119] Note that the discharge connector circuit 231 corresponds to the "first circuit" according to the present disclosure. The discharge connector circuit 232 corresponds to the "second circuit" according to the present disclosure. The switch 262 corresponds to the "switch" according to the present disclosure.

[0120] [Embodiment 2] In Embodiment 2, a configuration for implementing V2H by the power supply system will be described.

[0121] FIG. 20 is a diagram schematically showing the overall configuration of the power supply system according to Embodiment 2. The power supply system 20 includes a vehicle 1, an EVPS (Electric Vehicle Power System) 4, and a server 9.

[0122] The vehicle 1 is a vehicle capable of implementing V2H. The configuration of the vehicle 1 is basically the same as the configuration of the vehicle 1 in Embodiment 1.

[0123] The EVPS 4 is an external charging facility of the vehicle 1 and is configured to be able to exchange power bidirectionally with the vehicle 1. The EVPS 4 is also configured to be able to both charge and discharge with the indoor wiring 5 of a house or the like. The voltage of the power charged and discharged between the vehicle 1 and the EVPS 4 is AC100V or AC200V in this example, but may be, for example, AC120V or AC240V. The EVPS 4 corresponds to the "power facility" according to the present disclosure.

[0124] FIG. 21 is a diagram showing a configuration example of the vehicle 1 and the EVPS 4. The EVPS 4 includes a discharge connector 2D and an EVPS main body 41. Although the configuration of the discharge connector 2D is different in that it does not include the outlet 22, it is basically the same as the configuration of any one of the discharge connectors 2A to 2C in the first embodiment (see FIGS. 6, 7, or 19).

[0125] The EVPS main body 41 includes a relay 411, an AC input power conditioner (PCS: Power Conditioning System) 412, a mode changeover switch 413, and a control device 414 and the like.

[0126] The relay 411 is configured to electrically connect one of the EV charging path and the EV discharging path to the plug 21 of the discharge connector 2D according to a command from the control device 414. When the EV charging path is selected, the relay 411 electrically connects the EV charging path and the plug 21 while electrically disconnecting the EV discharging path and the plug 21. When the EV discharging path is selected, the relay 411 electrically connects the EV discharging path and the plug 21 while electrically disconnecting the EV charging path and the plug 21.

[0127] The AC input power conditioner 412 converts the discharge power transmitted through the EV discharging path into grid power according to a command from the control device 414.

[0128] The mode changeover switch 413 receives a user operation for selecting the function mode of the EVPS 4. The function modes of the EVPS 4 include an "energy management charging mode", an "energy management discharging mode", and an "independent operation discharging mode". Note that "energy management" is an abbreviation for "energy management".

[0129] The charging mode for e-Manage is a charging mode in which power and the like are controlled by the e-Manage function. In the charging mode for e-Manage, charging is performed according to communication from the EVPS4 (control device 414), specifically, the CPLT signal and / or HLC (High Level Communication). The discharging mode for e-Manage is a discharging mode in which power and the like are controlled by the e-Manage function. In the discharging mode for e-Manage, the AC power supplied from the in-vehicle inverter 16 is system-connected by the EVPS4, and power is supplied to the indoor wiring 5 (household load). Discharging is also performed according to communication (CPLT signal and HLC) from the EVPS4 in the discharging mode for e-Manage. The charging mode for e-Manage and the discharging mode for e-Manage are collectively described as the "normal mode".

[0130] The self-operating discharge mode is a discharge mode in which power is directly supplied to a dedicated outlet for self-operation (not shown) or directly supplied to a switching device (not shown) of the distribution board via the AC input power conditioner 412. In the self-operating discharge mode, communication control by the CPLT signal or HLC is not required, and system connection is not performed either. As described below, the identification of the discharge connector 2D based on the voltage change of the proximity detection signal is performed when the self-operating discharge mode is selected.

[0131] The control device 414 includes a processor 414A such as a CPU, a memory 414B such as a ROM and a RAM, and a communication interface (not shown). The control device 414 controls the relay 411 and the AC input power conditioner 412 according to the function mode selected by the mode changeover switch 413. In addition, the control device 414 exchanges the proximity detection signal and / or the CPLT signal with the ECU19 of the vehicle 1 via the communication interface.

[0132] FIG. 22 is a circuit block diagram showing an example of the configuration of the discharge connector 2D in Embodiment 2. The discharge connector 2D includes a discharge connector circuit 233. The discharge connector circuit 233 includes a first circuit 271 used when the self-operating discharge mode is selected and a second circuit 272 used when the normal mode is selected.

[0133] The circuit configuration of the first circuit 271 is basically equivalent to the circuit configuration of the discharge connector circuit 23 1 (see FIG. 6) or the discharge connector circuit 232 (see FIG. 7). Also in Embodiment 2, the resistance values of the respective resistors R6’ R7’ Re included in the first circuit 271 are designed to appropriate values in consideration of the voltage range undefined in the international standard IEC61851-1. Thereby, the voltage of the proximity detection signal is adjusted in the same manner as in Examples 1 to 3 of Embodiment 1. As a result, the ECU 19 can identify whether the discharge connector 2D is for AC100V or AC200V.

[0134] FIG. 23 is a control sequence diagram showing the overall flow of discharge control in V2H. The discharge control in this embodiment includes a startup process, a self-operating discharge execution process, and an end process.

[0135] In the startup process, the user performs an ignition-off (IG-OFF) operation on the vehicle 1. Further, after the user operates the mode changeover switch 413 to select the self-operating discharge mode, the vehicle 1 and the EVPS 4 are connected via the discharge connector 2. With the connection of the discharge connector 2, the ECU 19 of the vehicle 1 is activated. The ECU 19 determines the connection status of the discharge connector 2 based on the proximity detection signal (proximity detection identification). Thereafter, the user performs an ignition-on (IG-ON) operation on the vehicle 1.

[0136] In the subsequent independent driving discharge execution process, the ECU 19 closes the discharge relay 15. Then, based on the proximity detection signal, the ECU 19 determines the output voltage to the discharge connector 2 and controls the in-vehicle inverter 16 so that the discharge to the EVPS 4 via the vehicle inlet 17 and the discharge connector 2 is started. Since this control is equivalent to the processes described in Examples 1 to 3 of Embodiment 1 (Figs. 5, 8 to 18), a detailed description will not be repeated. When a predetermined condition is satisfied, the ECU 19 controls the in-vehicle inverter 16 to stop the discharge. The said condition may include that the user has performed an IG-OFF operation, that the discharge connector 2 has been removed from the vehicle inlet 17 by the user, etc.

[0137] Finally, in the end process, after confirming that the output voltage from the in-vehicle inverter 16 is equal to or lower than the specified value, the ECU 19 opens the discharge relay 15. The ECU 19 performs a welding diagnosis of the discharge relay 15 and then stops its operation.

[0138] As described above, also in Embodiment 2, similar to Embodiment 1, the ECU 19 identifies the type of the discharge connector 2 connected to the vehicle inlet 17 based on the way the voltage of the proximity detection signal changes within the voltage range undefined in the international standard IEC61851-1. Thereby, the ECU 19 can supply AC power of an appropriate voltage to the indoor wiring 5 via the discharge connector 2. The difference in the voltage change of the proximity detection signal is caused by the different resistance values of the discharge connector circuit 23. Therefore, according to Embodiment 2, even when performing V2H, AC power of an appropriate voltage can be supplied with a simple configuration.

[0139] Note that in Embodiment 2, the entity that determines the output voltage to the discharge connector 2 based on the proximity detection signal is not limited to the vehicle 1, and may be the EVPS 4. Similar to the ECU 19 of the vehicle 1, the control device 414 of the EVPS 4 can identify the type of the discharge connector 2 based on the voltage change of the proximity detection signal. For example, similar to Example 1 of Embodiment 1, when the proximity detection signal is within the fourth range, the control device 414 of the EVPS 4 transmits a command to the vehicle 1 to discharge AC 100V, while when the proximity detection signal is within the sixth range, a command to discharge AC 2100V can be transmitted to the vehicle 1. The control device 414 can transmit the above command to the ECU 19 by using, for example, the CPLT signal.

[0140] Also, in Embodiment 2 as well, as described in the modification example of Embodiment 1 (see FIG. 19), the discharge connector may be configured to be capable of switching between AC 100V output and AC 200V output.

[0141] In Embodiments 1 and 2, the configuration in which AC power is supplied from the vehicle 1 or the EVPS 4 has been described as an example. However, the power supplied from the vehicle 1 or the EVPS 4 is not limited to AC power, and may be DC power.

[0142] The power supply technology according to the present disclosure is applicable not only to vehicles but also to any energy storage and management system (ESMS). For example, the power supply technology according to the present disclosure may be applied to a movable battery-powered power supply device.

[0143] The embodiments disclosed this time should be considered to be illustrative in all respects and not restrictive. The scope of the present disclosure is indicated by the claims rather than the description of the above embodiments, and it is intended that all modifications within the meaning and scope equivalent to the claims are included.

Description of Reference Numerals

[0144] 10, 20 Power supply system, 1 Vehicle, 2, 2A, 2B, 2C, 2D Discharge connectors, 11 Motor generator, 12 PCU, 13 In-vehicle battery, 15 Discharge relay, 16 In-vehicle inverter, 17 Vehicle inlet, 18 Communication module, 19 ECU, 191 Processor, 192 Memory, 21 Plug, 211 L1 terminal, 212 L2 terminal, 213 PE terminal, 214 CP terminal, 215 CS terminal, 22, 22A, 22B Outlets, 23, 231, 232, 233 Discharge connector circuits, 24 Latch release button, 25, 251, 252 Discharge start switches, 261 Output changeover button, 262 Switch, 263 Relay, 271 First circuit, 272 Second circuit, 3 Electrical equipment, 31 Power cable, 311 Power plug, 4 EVPS, 41 EVPS main body, 411 Relay, 412 Input power conditioner, 413 Mode changeover switch, 414 Control device, 414A Processor, 414B Memory, 5 Indoor wiring, 9 Server, 91 Processor, 92 Memory, 93 Communication device, R6, R61, R62, R71, R72, Re1, Re2 Resistors.

Claims

1. A vehicle control device for controlling a vehicle configured to be capable of discharging to the outside via a discharge connector, wherein the vehicle includes: a power conversion device configured to be able to adjust the voltage of electric power; and a connection portion that discharges the electric power output from the power conversion device to the discharge connector when the discharge connector is connected, wherein the connection portion has: a signal terminal to which a control pilot signal is transmitted; and an identification terminal whose voltage level changes according to the connection state between the discharge connector and the connection portion, wherein the voltage level of the identification terminal is defined as a connection voltage range indicating that the discharge connector and the connection portion are in a latched connection state, a fitting voltage range indicating that the discharge connector and the connection portion are in a non-latched fitting state, and a non-fitting voltage range other than the connection voltage range and the fitting voltage range, wherein the connection voltage range includes a first range and a second range that are different from each other, the vehicle control device includes a processor that selects the voltage of the electric power output from the power conversion device, and when the voltage of the identification terminal changes in the order of the non-fitting voltage range, the fitting voltage range, and the connection voltage range, the processor selects a first voltage when the voltage of the identification terminal indicates within the first range while remaining within the connection voltage range, and selects a second voltage different from the first voltage when the voltage of the identification terminal indicates within the second range while remaining within the connection voltage range. A vehicle control device.

2. The discharge connector includes a discharge start switch that receives a user operation for starting discharge from the connection portion, the voltage level of the identification terminal changes according to the user operation on the discharge start switch, the connection voltage range includes a third range that is different from both the first range and the second range, and the processor: controls the power conversion device to start outputting the electric power of the first voltage when the voltage of the identification terminal changes between the first range and the third range, and controls the power conversion device to start outputting the electric power of the second voltage when the voltage of the identification terminal changes between the second range and the third range. The vehicle control device according to Claim 1.

3. The third range includes a fourth range and a fifth range that do not overlap with each other, and the processor: When the voltage of the identification terminal changes between the first range and the fourth range, while controlling the power conversion device to start outputting the power of the first voltage, The vehicle control device according to claim 2, wherein when the voltage of the identification terminal changes between the second range and the fifth range, the power conversion device is controlled to start outputting the power of the second voltage.

4. The processor When a change in the voltage of the identification terminal between the first range and the third range is detected a plurality of times, while controlling the power conversion device to start outputting the power of the first voltage, The vehicle control device according to claim 2 or 3, wherein when a change in the voltage of the identification terminal between the second range and the third range is detected a plurality of times, the power conversion device is controlled to start outputting the power of the second voltage.

5. The identification terminal is a CS terminal through which a proximity detection signal defined in IEC (International Electrotechnical Commission) 61851-1 is transmitted, Each of the first range and the second range is a voltage range undefined as the voltage of the CS terminal in IEC 61851-1, and the vehicle control device according to any one of claims 1 to 4.

6. A vehicle control device for controlling a vehicle configured to be capable of discharging to the outside through a discharge connector, The vehicle An in-vehicle inverter configured to be able to adjust the voltage of the power, And a vehicle inlet that discharges the power output from the in-vehicle inverter to the discharge connector when the discharge connector is connected, The vehicle inlet A CP terminal through which a control pilot signal is transmitted, And a CS terminal through which a proximity detection signal whose voltage level changes according to the connection status between the discharge connector and the vehicle inlet is transmitted, The voltage level of the proximity detection signal is defined as a connection voltage range indicating that the discharge connector and the vehicle inlet are in a latched connection state, a fitting voltage range indicating that the discharge connector and the vehicle inlet are in an unlatched fitting state, and a non-fitting voltage range other than the connection voltage range and the fitting voltage range, The connection voltage range includes a first range and a second range that are different from each other, The vehicle control device includes a processor that selects the voltage of the power output from the in-vehicle inverter. When the proximity detection signal changes in the order of the un-engaged voltage range, the engaged voltage range, and the connection voltage range, while the proximity detection signal indicates within the first range while remaining within the connection voltage range, the first voltage is selected, while the proximity detection signal indicates within the second range while remaining within the connection voltage range, a second voltage different from the first voltage is selected, a vehicle control device. **Claim 7** A vehicle including the vehicle control device according to any one of Claims 1 to 6. **Claim 8** A power supply system including the vehicle according to Claim 7 and the discharge connector. **Claim 9** A program that causes a computer to operate when executed by a processor of a computer mounted on a vehicle, wherein the vehicle includes a power conversion device configured to be able to adjust the voltage of the power, and a connection portion that discharges the power output from the power conversion device to the discharge connector when the discharge connector is connected, the connection portion has an identification terminal, a connection voltage range indicating that the discharge connector and the connection portion are in a latched connection state, an engaged voltage range indicating that the discharge connector and the connection portion are in an unlatched engaged state, and an un-engaged voltage range other than the connection voltage range and the engaged voltage range are defined for the voltage level of the identification terminal, the connection voltage range includes a first range and a second range that are different from each other, the operation includes, when the voltage of the identification terminal changes in the order of the un-engaged voltage range, the engaged voltage range, and the connection voltage range, a step of selecting a first voltage when the voltage of the identification terminal indicates within the first range while remaining within the connection voltage range, and a step of selecting a second voltage different from the first voltage when the voltage of the identification terminal indicates within the second range while remaining within the connection voltage range. **Claim 10** A power facility configured to be able to receive power supply from a vehicle, wherein the vehicle is configured to be able to adjust the voltage of the power output from the connection portion, the power facility includes a signal terminal to which a control pilot signal is transmitted, an identification terminal, a discharge connector configured to be connectable to the connection portion, and a control device. The voltage level of the identification terminal changes according to the connection status between the discharge connector and the connection part. The voltage level of the identification terminal is defined with a connection voltage range indicating that the discharge connector and the connection part are in a latched connection state, a fitting voltage range indicating that the discharge connector and the connection part are in a non-latched fitting state, and a non-fitting voltage range outside the connection voltage range and the fitting voltage range. The connection voltage range includes a first range and a second range that are different from each other. When the voltage of the identification terminal changes in the order of the non-fitting voltage range, the fitting voltage range, and the connection voltage range, the control device while transmitting a command to the vehicle to discharge the power of the first voltage from the connection part when the voltage of the identification terminal indicates within the first range while being maintained within the connection voltage range. A power supply device that transmits a command to the vehicle to discharge the power of a second voltage different from the first voltage from the connection part when the voltage of the identification terminal indicates within the second range while being maintained within the connection voltage range.

11. A power supply method for supplying power from a vehicle to the outside via a discharge connector, wherein the vehicle includes a connection part to which the discharge connector is connected, and is configured to be able to adjust the voltage of the power discharged from the connection part. The connection part has a signal terminal through which a control pilot signal is transmitted, and an identification terminal whose voltage level changes according to the connection status between the discharge connector and the connection part. The voltage level of the identification terminal is defined with a connection voltage range indicating that the discharge connector and the connection part are in a latched connection state, a fitting voltage range indicating that the discharge connector and the connection part are in a non-latched fitting state, and a non-fitting voltage range outside the connection voltage range and the fitting voltage range. The connection voltage range includes a first range and a second range that are different from each other. When the voltage of the identification terminal changes in the order of the non-fitting voltage range, the fitting voltage range, and the connection voltage range, the power supply method includes a step of the vehicle discharging the power of the first voltage from the connection part when the voltage of the identification terminal indicates within the first range while being maintained within the connection voltage range. A power supply method including a step of the vehicle discharging the power of a second voltage different from the first voltage from the connection part when the voltage of the identification terminal indicates within the second range while being maintained within the connection voltage range.

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