Vehicle control device, vehicle, power supply system, program, and power supply method

Abstract

To supply power of an appropriate voltage with a simple configuration.SOLUTION: An ECU 19 controls a vehicle 1 which is configured to enable discharge to the outside through a discharge connector 2. The vehicle 1 includes an on-vehicle inverter 16 which is configured to be capable of adjusting a voltage of AC power, and a vehicle inlet 17 which discharges the AC power output from a power converter to the discharge connector when being connected with the discharge connector. The vehicle inlet 17 has a CP terminal 214 to which a CPLT signal is transmitted in charging from the outside. The ECU 19 includes a processor 191. The processor 191 determines the voltage of the AC power output from the on-vehicle inverter 16, on the basis of the voltage of the CP terminal 214.SELECTED DRAWING: Figure 10

Description

[Technical Field]

[0001] The present disclosure relates to a vehicle control device, a vehicle, a power supply system, a program Muo and a power supply method. [Background technology]

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

[0003] [Patent Document 1] Patent No. 5123419 [Patent Document 2] Patent No. 4380776 [Patent Document 3] Patent No. 5735050 Summary of the Invention [Problem to be solved by the invention]

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

[0005] The present disclosure has been made to solve the above-mentioned problems, and an object of the present disclosure is to supply power at an appropriate voltage with a simple configuration. [Means for solving the problem]

[0006] (1) A vehicle control device according to one aspect of the present disclosure controls a vehicle configured to be capable of discharging power to the outside via a discharge connector. The vehicle includes a power conversion device configured to be able to adjust the voltage of power, and a connection unit that discharges power output from the power conversion device to the discharge connector when the discharge connector is connected. The connection unit has a CP terminal to which a control pilot signal is transmitted during charging from the outside. The vehicle control device includes a processor. The processor determines the voltage of the power output from the power conversion device based on the voltage of the CP terminal.

[0007] (2) When the voltage of the CP terminal is lower than a predetermined voltage, the processor determines the voltage of the power output from the power conversion device to be a first voltage, and when the voltage of the CP terminal is higher than the predetermined voltage, the processor determines the voltage of the power output from the power conversion device to be a second voltage different from the first voltage.

[0008] (3) When the voltage of the CP terminal is an open circuit voltage, the processor determines the voltage of the power output from the power conversion device to be a first voltage, and when the voltage of the CP terminal is a voltage different from the open circuit voltage, the processor determines the voltage of the power output from the power conversion device to be a second voltage different from the first voltage.

[0009] (4) The connection unit further has a CS terminal to which a proximity detection signal is transmitted. When the voltage of the CP terminal is a voltage that depends on the voltage of the CS terminal, the processor determines the voltage of the power output from the power conversion device to be a second voltage.

[0010] (5) When the voltage of the CP terminal and the voltage of the CS terminal are equal, the processor determines the voltage of the power output from the power conversion device to be the second voltage.

[0011] (6) A vehicle according to another aspect of the present disclosure includes the vehicle control device described above.

[0012] (7) A power supply system according to yet another aspect of the present disclosure includes the vehicle described above and a discharge connector.

[0013] (8) A program according to yet another aspect of the present disclosure causes a computer to perform an operation 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 unit that discharges electric power output from the power conversion device to the discharge connector when the discharge connector is connected. The connection unit has a CP terminal to which a control pilot signal is transmitted during external charging. The operation includes a step of determining the voltage of electric power output from the power conversion device based on the voltage of the CP terminal.

[0014] (9) According to yet another aspect of the present disclosure, there is provided a discharge connector configured to be connected to a connection portion provided on a vehicle. The discharge connector includes a CS terminal to which a proximity detection signal is transmitted and a signal terminal. The signal terminal is configured to be connected to a CP terminal of the vehicle to which a control pilot signal is transmitted during charging from outside the vehicle, and is electrically connected to the CS terminal.

[0015] (10) The discharge connector further includes a discharge start switch that accepts a user operation to start discharging from the connection portion, and a switch that electrically connects the CP terminal and the CS terminal when the discharge start switch is turned on.

[0016] (11) According to yet another aspect of the present disclosure, there is provided a power supply method for supplying power from a vehicle to an external device via a discharge connector. The vehicle includes a connection unit to which the discharge connector is connected, and is configured to be able to adjust the voltage of the power discharged from the connection unit. The connection unit has a CP terminal to which a control pilot signal is transmitted during charging from an external device. The power supply method includes the steps of acquiring the voltage of the CP terminal and switching the voltage of the power output from the connection unit based on the voltage of the CP terminal. [Effects of the Invention]

[0017] According to the present disclosure, power of an appropriate voltage can be supplied with a simple configuration. [Brief explanation of the drawings]

[0018] [Figure 1] 1 is a diagram schematically illustrating the overall configuration of a power supply system according to an embodiment of the present invention. [Figure 2] 1 is a diagram illustrating an example of the configuration of a vehicle 1, a discharge connector, and electrical equipment. [Figure 3] 10A and 10B are diagrams showing an example of a terminal provided on a plug of a discharge connector. [Figure 4] FIG. 1 is a diagram illustrating the voltage range of a proximity detection signal defined in the international standard (IEC61851-1). [Figure 5] 10 is a timing chart showing an example of typical control of a CPLT signal during charging. [Figure 6] 1 is a circuit block diagram showing an example of the configuration of an AC 100V discharge connector according to the present embodiment. FIG. [Figure 7] 1 is a circuit block diagram showing an example of the configuration of an AC 200V discharge connector according to the present embodiment. FIG. [Figure 8] 10 is a time chart showing the time changes of the proximity detection signal and the CPLT signal when an AC 100V discharge connector is used in this embodiment. [Figure 9] 10 is a time chart showing the time changes of the proximity detection signal and the CPLT signal when a discharge connector for AC 200V is used in this embodiment. [Figure 10] 3 is a flowchart showing a process executed by an ECU in the present embodiment. [Figure 11] FIG. 10 is a circuit block diagram showing an example of the configuration of a discharge connector for AC 200V in a modified example of the embodiment. [Figure 12] 10 is a time chart showing the changes over time of the proximity detection signal and the CPLT signal when a discharge connector for AC 200V is used in a modified example of the embodiment. DETAILED DESCRIPTION OF THE INVENTION

[0019] Hereinafter, the present embodiment of the present disclosure will be described in detail with reference to the drawings. In the drawings, the same or corresponding parts are designated by the same reference numerals, and the description thereof will not be repeated.

[0020] [Present embodiment] <System configuration> 1 is a diagram showing a schematic diagram of the overall configuration of a power supply system according to this embodiment. The power supply system 10 includes a vehicle 1, a discharge connector 2, an electrical device 3, and a server 9.

[0021] Vehicle 1 is a vehicle capable of implementing V2L. Vehicle 1 in this embodiment is configured to be able to discharge alternating current (AC) power to electrical equipment 3. More specifically, vehicle 1 is an electric vehicle (BEV: Battery Electric Vehicle), a plug-in hybrid electric vehicle (PHEV: Plug-in Hybrid Electric Vehicle), a fuel cell electric vehicle (FCEV: Fuel Cell Electric Vehicle), or the like.

[0022] Discharge connector 2 is also called VPC (Vehicle Power Connector) and is connected to the vehicle The discharge connector 2 is connected to the inlet 17. Discharge power from the vehicle 1 is supplied to the device body 32 via the discharge connector 2 and a power cable 31 of the electrical device 3. The detailed configuration of the discharge connector 2 according to this embodiment will be described with reference to FIGS. 2, 3, 6, and 7.

[0023] In this example, the electrical appliance 3 is an appliance that operates by consuming AC power. The type of electrical appliance 3 is not particularly limited. The electrical appliance 3 is not limited to a household electrical appliance (consumer appliance), but may also be an industrial electrical appliance (heavy electrical appliance). In this example, the operating voltage of the electrical appliance 3 is AC 100V (corresponding to the "first voltage" according to the present disclosure) or AC 200V (corresponding to the "second voltage" according to the present disclosure). However, the operating voltage of the electrical appliance 3 may differ depending on the sales region of the electrical appliance 3, etc. The operating voltage of the electrical appliance 3 may be, for example, AC 120V or AC 240V. Furthermore, the electrical appliance 3 operates by consuming direct current (DC) power. It may also be a device that produces

[0024] The server 9 includes a processor 91 such as a CPU (Central Processing Unit), a ROM, The server 9 includes a memory 92 such as a Read Only Memory (ROM) and a Random Access Memory (RAM), and a communication device 93. The processor 91 is configured to execute arithmetic processing related to discharge control from the vehicle 1 to the electrical appliance 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 sending commands to the vehicle 1.

[0025] 2 is a diagram showing an example of the configuration of a vehicle 1, a discharge connector 2, and an electrical device 3. In this example, the vehicle 1 is an electric vehicle, and includes a motor generator 11 and a PCU (Power Control Unit). A vehicle battery 13, a system main relay (SMR) 14, a discharge relay 15, a vehicle inverter 16, a vehicle inlet 17, and a communication The vehicle includes a communication module 18 and an ECU (Electronic Control Unit) 19 .

[0026] The motor generator 11 is, for example, a three-phase AC rotating electric machine. The motor generator 11 rotates a drive shaft using AC power discharged from an on-board battery 13. The motor generator 11 can also generate power through regenerative braking. The AC power generated by the motor generator 11 is converted into direct current (DC) by the PCU 12. ) converted into electricity and charged into the vehicle battery 13.

[0027] 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 vehicle battery 13 and the motor generator 11 in accordance with commands from the ECU 19.

[0028] The vehicle battery 13 is electrically connected to the SMR 14. The 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 vehicle battery 13 stores power supplied from an external charger (not shown) or power generated by the motor generator 11. When the vehicle 1 is running, the vehicle battery 13 supplies DC power to the motor generator 11 for generating driving force for the vehicle 1. When the vehicle 1 is stopped, the vehicle battery 13 supplies DC power to the vehicle inverter 16 for AC / DC conversion. Note that a capacitor such as an electric double layer capacitor may be used instead of the vehicle battery 13.

[0029] One end of the SMR 14 is electrically connected to the vehicle battery 13. The other end of the SMR 14 is electrically connected to a 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.

[0030] The discharge relay 15 is electrically connected between the PCU 12 and the vehicle inverter 16. Similar to the SMR 14, the discharge relay 15 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, DC power can be supplied from the vehicle battery 13 to the vehicle inverter 16.

[0031] The vehicle inverter 16 is electrically connected between the discharge relay 15 and the vehicle inlet 17. In this example, the vehicle inverter 16 is a bidirectional charger that is capable of converting AC power to DC power and converting DC power to AC power. However, the vehicle inverter 16 may separately include a unidirectional charger that converts AC power to DC power and an AC inverter that converts DC power to AC power (neither of which is shown).

[0032] In this embodiment, the on-vehicle inverter 16 is configured to be able to adjust the voltage of AC power in accordance with a command from the ECU 19. More specifically, the on-vehicle inverter 16 is configured to be able to output 100V AC power (more specifically, single-phase three-wire 100V AC power) or 200V AC power (more specifically, single-phase three-wire 200V AC power). The on-vehicle inverter 16 is an example of a "power conversion device" according to the present disclosure. 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.

[0033] The vehicle inlet 17 is electrically connected to the vehicle inverter 16. Vehicle inlet 17 is configured to allow insertion of a charging connector (not shown) extending from a charging cable of an external charger, and also to allow insertion of a discharging connector 2. When the discharging connector 2 is inserted into vehicle inlet 17, vehicle inlet 17 is configured to output discharging power to the discharging connector 2 and also to receive a proximity detection signal (described later) from the discharging connector 2.

[0034] In addition, when the vehicle inlet 17 is used for discharging, it may be considered to be referred to as an "outlet" instead of an "inlet," but here it will be referred to as an "inlet" in accordance with the international standard for vehicle couplers (IEC62196-2:2011). The vehicle inlet 17 corresponds to the "connection portion" according to the present disclosure.

[0035] The communication module 18 is a DCM (Digital Communication Module) configured to be capable of wireless communication with the server 9 (see FIG. 1). The vehicle 1 can transmit various data to the server 9 and receive commands from the server 9 through communication via the communication module 18.

[0036] 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 the on-board devices in response to signals from various sensors and the like so that the vehicle 1 is in a desired state. In this embodiment, a main control executed by the ECU 19 is discharge control, in which electric power is discharged from the vehicle 1 to the electric device 3 via the discharge connector 2. The ECU 19 may be configured by dividing it into two or more ECUs for each function (for example, a charge / discharge ECU that controls the charge / discharge of the vehicle 1, a battery ECU that manages the on-board battery 13, an MGECU that controls the driving of the vehicle 1, etc.).

[0037] The discharge connector 2 includes a plug (vehicle joint) 21, a socket 22, and a discharge connector circuit 23. The discharge connector circuit 23 includes an unlatch button 24 and a discharge start switch 25.

[0038] The plug 21 is configured to be insertable into the vehicle inlet 17. The plug 21 includes, for example, five terminals as described below.

[0039] 3 is a diagram showing an example of 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.

[0040] 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 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 control pilot (CPLT) signal is transmitted during external charging. The CP terminal 214 corresponds to the "signal terminal" according to the present disclosure. The CS terminal 215 is a terminal through which a proximity detection signal is transmitted. The proximity detection signal will be described in detail with reference to FIG. 4.

[0041] 2, the outlet 22 is configured so that a power plug 311 of the electrical device 3 can be inserted into it. The discharge connector circuit 23 is a circuit for generating a CPLT signal and a proximity detection signal.

[0042] The latch release button 24 accepts 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 latched together. 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.

[0043] The discharge start switch 25 is a switch for starting 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, it starts discharge from the vehicle inlet 17 to the discharge connector 2.

[0044] <Proximity detection signal> Figure 4 is a diagram illustrating the voltage range of the proximity detection signal defined in the international standard (IEC 61851-1). The connection status between the discharge connector 2 and the vehicle inlet 17 is classified as a connected state, a mated state, or an unmated state. For example, IEC 61851-1 defines the voltage range of the proximity detection signal as a voltage range indicating a connected state, a voltage range indicating a mated state, and a voltage range indicating an unmated state.

[0045] The connected state means a state in which the discharge connector 2 (plug 21) is inserted into the vehicle inlet 17, all terminals (see FIG. 3) are electrically connected between the discharge connector 2 and the vehicle inlet 17, and the discharge connector 2 and the vehicle inlet 17 are latched. The mated state means a state in which the discharge connector 2 is inserted into the vehicle inlet 17, all terminals are electrically connected between the discharge connector 2 and the vehicle inlet 17, but the discharge connector 2 and the vehicle inlet 17 are not latched. The unmated state is a state other than the connected state and the mated state.

[0046] <Control Pilot Signal> 5 is a timing chart showing an example of typical CPLT signal control during charging. Although not shown, the following example illustrates a situation in which a charging connector at the end of a charging cable is connected to the vehicle inlet 17 to supply AC power from a charging facility to the vehicle 1. The horizontal axis represents elapsed time, and the vertical axis represents the voltage at the terminal (CS terminal 215) through which the CPLT signal is transmitted.

[0047] At initial time t0, the charging connector is not connected to vehicle inlet 17. The voltage of the CPLT signal is V0. A CCID relay (Charging Circuit Interrupt Device) installed in the charging cable is in a non-conductive state.

[0048] When the charging connector is connected to vehicle inlet 17 at time t1, the voltage of the CPLT signal drops from V0 to V1, which causes the controller in the charging cable to detect that the charging connector has been connected to the vehicle inlet.

[0049] At time t2, the controller sets the upper limit voltage to V1 and controls the oscillation circuit in the charging cable so that the CPLT signal oscillates at a predetermined frequency and duty ratio. The ECU 19 of the vehicle 1 detects the duty ratio of the CPLT signal to obtain the rated current of the charging cable.

[0050] More specifically, international standards (such as IEC61851) stipulate that a specific fixed value (1 kHz) be used as the frequency of the CPLT signal. The duty ratio of the CPLT signal is stipulated to be within the range of 10% to 96%. When the duty ratio is within the range of 10% to 85%, the rated current is It is expressed by multiplying d by 0.6 A. On the other hand, if the duty ratio is within the range of 85% to 96%, the rated current is expressed by subtracting 64% from the duty ratio d and then multiplying the result by 2.5 A.

[0051] At time t3, when predetermined processing (charging preparation) for preparation prior to the start of power supply is completed, the ECU 19 reduces the voltage of the CPLT signal from V1 to V2, setting the upper limit voltage of the oscillating CPLT signal to V2. Accordingly, the controller switches the CCID relay from a non-conductive state to a conductive state. As a result, AC power can be supplied from the charging facility to the vehicle 1.

[0052] <Discharge connector identification> In order to enable the use of various electrical devices 3, there is a demand for supplying AC power from the vehicle 1 at an appropriate voltage according to the operating voltage of the electrical devices 3. It is desirable to realize such a power supply at an appropriate voltage with as simple a configuration as possible.

[0053] Therefore, in this embodiment, the discharge connector 2 used to supply power to the electric device 3 is prepared according to the operating voltage of the electric device 3. More specifically, a certain discharge connector 2A is used to supply power to an electric device 3 that operates at AC 100V. Another discharge connector 2B is used to supply power to an electric device 3 that operates at AC 200V. The ECU 19 identifies which of the discharge connectors 2A and 2B is connected to the vehicle inlet 17 based on the voltage of the CPLT signal from the vehicle inlet 17. This allows the ECU 19 to determine the voltage to be supplied to the electric device 3, making it possible to supply AC power of an appropriate voltage to the electric device 3.

[0054] Fig. 6 is a circuit block diagram showing an example of the configuration of a discharge connector 2A for AC 100V in this embodiment. Fig. 7 is a circuit block diagram showing an example of the configuration of a discharge connector 2B for AC 200V in this embodiment.

[0055] 6, the AC 100V discharge connector 2A includes an AC 100V outlet 22A and a discharge connector circuit 23. The discharge connector circuit 23 includes an unlatch button 24, a discharge start switch 25, and resistors R6, R7, and Re.

[0056] Resistors R7 and Re are connected in parallel. Resistor R6 is connected in series to the parallel circuit of resistors R7 and Re. Latch release button 24 is connected in series to resistor Re. Discharge start switch 25 is connected in parallel to resistor Re. Discharge start switch 25 is, for example, a normally-off switch that is open when not operated and short-circuited when operated.

[0057] When the discharge connector 2A and the vehicle inlet 17 are connected, 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 R6 = 39 Ω, resistor R7 = 430 Ω, and resistor Re = 51 Ω. By setting the resistance values ​​in this way, the proximity detection signal can be varied within the voltage range shown in Figure 4 in each of the unmated, mated, and connected states.

[0058] On the other hand, the CP terminal 214 is open and is not electrically connected to any other circuits. The voltage level of the CP terminal 214 (=CPLT signal) is in an undefined state (high impedance).

[0059] Referring to Figure 7, the discharge connector 2B for AC200V output is connected to the AC100V outlet. In this example, the discharge connector circuit 23 has the same configuration as the discharge connector circuit 23 in the AC 100V discharge connector 2A.

[0060] Furthermore, in the discharge connector 2B, the CP terminal 214 and the CS terminal 215 are electrically connected. Therefore, the voltage level of the CP terminal 214 is equal to the voltage level of the CS terminal 215. In other words, the CPLT signal changes in the same way as the proximity detection signal.

[0061] Fig. 8 is a time chart showing the time changes of the proximity detection signal and the CPLT signal when an AC 100V discharge connector 2A is used in this embodiment. Fig. 9 is a time chart showing the time changes of the proximity detection signal and the CPLT signal when an AC 200V discharge connector 2B is used in this embodiment. The horizontal axis represents elapsed time. The vertical axis represents, from top to bottom, whether or not a user has operated the discharge start switch 25 (on operation / off operation), whether the discharge start switch 25 is shorted / open, the voltage of the proximity detection signal, the voltage of the CPLT signal, and the voltage of the AC power output from the on-vehicle inverter 16.

[0062] Referring to FIG. 8, when a 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 together. At this time, the discharge connector 2A and the vehicle inlet 17 transition between an unmated state, a mated state, and a connected state. Accordingly, the proximity detection signal changes from V1 (a value within a voltage range that includes the voltage range of the unmated state in the example of FIG. 4), to V2, and then to V3. In the example of FIG. 4, V1 is a value within a voltage range that includes the voltage range (4.301V to 4.567V) corresponding to the unmated state. V2 is a value within a voltage range that includes the voltage range (2.553V to 2.944V) corresponding to the mated state. V3 is a value within a voltage range that includes the voltage range (1.359V to 1.639V) corresponding to the connected state.

[0063] Next, the user turns on the discharge start switch 25 twice in succession to start power supply from the vehicle 1 to the electrical device 3. The two-time on operation is required to prevent erroneous operation. At this time, the contacts of the normally-off discharge start switch 25 change from short to open, short to open. As a result, the proximity detection signal changes from V3 to V4 to V3 to V4. When this voltage change in the proximity detection signal is detected, the ECU 19 controls the on-board inverter 16 to start outputting 100V AC. During this time, the CPLT signal is always in an undefined state.

[0064] 9, when a user inserts the AC 200V discharge connector 2B into the vehicle inlet 17, the discharge connector 2B and the vehicle inlet 17 transition from an unmated state to a mated state and then to a connected state, as in Fig. 9. Accordingly, the proximity detection signal changes in the order V1, V2, and V3.

[0065] Next, when the user turns on the discharge start switch 25 twice in succession, the contacts of the discharge start switch 25 switch from short to open, short to open, and the proximity detection signal changes to V3, V4, V3, V4. At this time, the CPLT signal at the discharge connector 2B changes to V3, V4, V3, V4, just like the proximity detection signal. When such a voltage change is detected, the ECU 19 controls the on-board inverter 16 to start outputting 200V AC.

[0066] 10 is a flowchart showing the process executed by the ECU 19 in this embodiment. This flowchart starts when a predetermined condition is met, for example, after the main routine (not shown) and executed. 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 circuitry) located within the ECU 19. Hereinafter, steps are abbreviated as S.

[0067] In S1, the ECU 19 determines whether a user operation on the discharge start switch 25 has been detected twice. More specifically, the ECU 19 determines whether the proximity detection signal has changed twice within the voltage range (see FIG. 4) corresponding to the connection state. If a user operation on the discharge start switch 25 has not been detected twice (NO in S1), the ECU 19 returns the process to the main routine.

[0068] If the user's operation of the discharge start switch 25 is detected twice (YES in S1), the ECU 19 determines whether the CPLT signal is equal to the proximity detection signal (S2). The CPLT signal being equal to the proximity detection signal means that the voltage difference between the CPLT signal and the proximity detection signal is within a predetermined value. The voltage of the proximity detection signal is an example of the "reference voltage" according to the present disclosure.

[0069] If the CPLT signal is equal to the proximity detection signal (YES in S2), the ECU 19 controls the in-vehicle inverter 16 to start outputting AC 200V (S3). On the other hand, if the CPLT signal is not equal to the proximity detection signal (YES in S2), more specifically, if the CPLT signal is in an undefined state and the voltage of the CP terminal 214 is an open voltage (high impedance) in the example of Fig. 6, the ECU 19 controls the in-vehicle inverter 16 to start outputting AC 200V (S4).

[0070] As described above, in this embodiment, the ECU 19 identifies the type of the discharge connector 2 connected to the vehicle inlet 17 (whether the discharge connector 2 is an AC 100V discharge connector 2A or an AC 200V discharge connector 2B) based on the CPLT signal. More specifically, the ECU 19 compares the CPLT signal with the proximity detection signal. If the CPLT signal is equal to the proximity detection signal, the ECU 19 determines that the discharge connector 2B for AC 200V is connected to the vehicle inlet 17. If the CPLT signal is in an indeterminate state (the voltage of the CP terminal 214 is an open circuit voltage), the ECU 19 determines that the discharge connector 2A for AC 100V is connected to the vehicle inlet 17. This difference is caused by a simple difference in the circuit configuration, namely, whether the CP terminal 214 and the CS terminal 215 are electrically connected or not. Therefore, according to this embodiment, AC power of an appropriate voltage can be supplied with a simple configuration.

[0071] The ECU 19 may switch between starting to output 100V AC or 200V AC by comparing the voltage at the CP terminal 214 with a "predetermined voltage." The predetermined voltage is set to a value between the voltage at the CP terminal when the CPLT signal is in an undefined state (typically a low voltage near 0V) and the voltage when the CPLT signal is equal to the proximity detection signal (see FIG. 4). The ECU 19 can control the on-board inverter 16 to start outputting 100V AC when the voltage at the CP terminal 214 is lower than the predetermined voltage, and can control the on-board inverter 16 to start outputting 200V AC when the voltage at the CP terminal 214 is higher than the predetermined voltage.

[0072] Furthermore, the above-mentioned predetermined voltage does not have to depend on the proximity detection signal. It is possible to determine a predetermined voltage according to a voltage supplied from a voltage source other than the proximity detection signal (for example, a 3.3V voltage source or a 5V voltage source). For example, in the discharge connector 2A for AC 100V, the CP terminal 214 is open, while in the discharge connector 2A for AC 200V, the CP terminal 214 is open. In the case of the discharge connector, when a voltage of 5 V is applied to the CP terminal 214, the predetermined voltage can be set to, for example, 4 V. Then, the ECU 19 can switch the voltage of the AC power from the on-board inverter 16 by determining whether the voltage of the CP terminal 214 is higher or lower than the predetermined voltage (4 V).

[0073] [Variations] 11 is a circuit block diagram showing an example of the configuration of a discharge connector for AC 200V in a modified example of the embodiment. The discharge connector 2C differs from the discharge connector 2B (see FIG. 7) described in the embodiment in that it further includes a switch 26.

[0074] The switch 26 is electrically connected between the CP terminal 214 and the CS terminal 215. The switch 26 is configured to operate in conjunction with the discharge start switch 25. That is, when the discharge start switch 25 is turned on by the user, the switch 26 and the discharge start switch 25 are shorted. This causes the CP terminal 214 and the CS terminal 215 to be at the same potential. On the other hand, when the discharge start switch 25 is not turned on by the user, the switch 26 is open.

[0075] 12 is a time chart showing the time changes of the proximity detection signal and the CPLT signal when an AC 200V discharge connector 2C is used in a modified example of the embodiment. In the embodiment (see FIG. 9), the CPLT signal changes while always being equal to the proximity detection signal, whereas in this modified example, the CPLT signal is equal to the proximity detection signal only while the discharge start switch 25 is turned on. During other periods, the CPLT signal is in an undefined state.

[0076] When the discharge start switch 25 is not turned on, the CP terminal 214 is electrically isolated from both the discharge connector circuit 23 and the circuits (pull-up circuit, etc.) on the vehicle inlet 17 side. This prevents noise from leaking from these circuits to the CP terminal 214. As a result, it is possible to prevent malfunctions caused by erroneous detection of the voltage at the CP terminal 214 while the discharge start switch 25 is not turned on.

[0077] 7 and 11 have been described with reference to examples in which CP terminal 214 and CS terminal 215 are connected directly or via switch 26. However, other circuits may be connected between CP terminal 214 and CS terminal 215. For example, an element that converts the voltage level (such as a voltage dividing resistor) may be connected between CP terminal 214 and CS terminal 215.

[0078] 9 to 11, it has been described that the ECU 19 of the vehicle 1 identifies the type of the discharge connector 2 based on the CPLT signal. However, the entity that performs this identification is not limited to the ECU 19, and may be, for example, the server 9. The vehicle 1 transmits the voltage of the proximity detection signal and the voltage of the CPLT signal to the server 9. The server 9 compares the voltage of the CPLT signal with the voltage of the proximity detection signal to identify the type of the discharge connector 2, and transmits the identification result to the vehicle 1. This allows the server 9 to instruct the ECU 19 whether to control the on-board inverter 16 with AC 100V or AC 200V.

[0079] Also, it has been explained that the output of AC power from the vehicle inverter 16 is started when two operations of the discharge start switch 25 by the user are detected. However, the ECU 19 may cause the vehicle inverter 16 to start outputting AC power on the condition that only one operation of the discharge start switch 25 is detected.

[0080] Furthermore, it is not essential for the user to operate the discharge start switch 25 to start discharging. The discharge start switch 25 does not have to be provided in the discharge connector 2. For example, the output of AC power from the on-board inverter 16 may start based on the result of comparing the voltage of the CPLT signal with the voltage of the proximity detection signal when a specified time has elapsed since the discharge connector 2 and the vehicle inlet 17 were connected (since the discharge connector 2 was latched to the vehicle inlet 17).

[0081] In the first and second embodiments, the configuration has been described as an example in which AC power is supplied from the vehicle 1 or the EVPS 4. However, the power supplied from the vehicle 1 or the EVPS 4 is not limited to AC power, and may be DC power.

[0082] The power supply technology according to the present disclosure is not limited to vehicles and can be applied to any energy storage and management system (ESMS). For example, the power supply technology according to the present disclosure may be applied to a portable battery-powered power supply device.

[0083] The present embodiment disclosed herein should be considered to be illustrative in all respects and not restrictive. The scope of the present disclosure is defined by the claims, not by the above description of the present embodiment, and is intended to include all modifications within the meaning and scope of the claims. [Explanation of symbols]

[0084] 10 power supply system, 1 vehicle, 11 motor generator, 12 PCU, 13 Vehicle battery, 14 SMR, 15 Discharge relay, 16 Vehicle inverter, 17 Vehicle inlet, 18 Communication module, 19 ECU, 191 Processor, 192 Memory, 2, 2A, 2B, 2C Discharge connector, 21 Plug, 22, 22A, 22B Outlet, 23 Discharge connector circuit, 24 Latch release button, 25 Discharge start switch, 26 Switch, 93 Communication device, 211 L1 terminal, 212 L2 terminal, 213 PE terminal, 214 CP terminal, 215 CS terminal, 3 Electrical equipment, 31 Power cable, 311 Power plug, 32 Equipment body, 9 Server, 91 Processor, 92 Memory, R1 Pull-up resistors, R6, R7, Re resistors.

Claims

1. A vehicle control device that controls a vehicle configured to be able to discharge to the outside via a discharge connector, The vehicle is a power conversion device configured to be able to adjust the voltage of power; a connection unit that discharges the power output from the power conversion device to the discharge connector when the discharge connector is connected, The connection portion is a power terminal to which the power output from the power conversion device is transmitted; When charging from an external source, a control pilot signal is transmitted through the CP terminal. a CS terminal to which a proximity detection signal is transmitted; the vehicle control device includes a processor that controls the power conversion device, The vehicle control device, wherein the processor identifies the type of the discharge connector connected to the connection part based on the voltage of the CP terminal and the voltage of the CS terminal, regardless of the voltage of the power terminal, before outputting power from the power terminal to the discharge connector.

2. A vehicle control device as described in claim 1, wherein the processor identifies the type of discharge connector connected to the connection part based on the voltage of the CP terminal and the voltage of the CS terminal, without relying on information indicating the voltage of the power terminal from a voltage sensor.

3. The vehicle control device according to claim 1 , wherein the processor transmits the voltage of the control pilot signal and the voltage of the proximity detection signal to a server.

4. The vehicle control device according to claim 3 , wherein the processor determines a voltage of the power output from the power conversion device based on the result received from the server.

5. The processor: When the voltage of the CP terminal is lower than a predetermined voltage, a voltage of the power output from the power conversion device is determined to be a first voltage, 2. The vehicle control device according to claim 1, wherein when the voltage at the CP terminal is higher than the predetermined voltage, the voltage of the power output from the power conversion device is determined to be a second voltage higher than the first voltage.

6. The processor: When the voltage of the CP terminal is an open circuit voltage, a voltage of the power output from the power conversion device is determined to be a first voltage, 2. The vehicle control device according to claim 1, wherein when the voltage of the CP terminal is a voltage different from the open circuit voltage, the voltage of the power output from the power conversion device is determined to be a second voltage different from the first voltage.

7. The vehicle control device according to claim 6, wherein the processor determines the voltage of the power output from the power conversion device to be the second voltage when the voltage of the CP terminal is a voltage that depends on the voltage of the CS terminal.

8. The vehicle control device according to claim 7 , wherein the processor determines the voltage of the power output from the power conversion device to be the second voltage when the voltage at the CP terminal and the voltage at the CS terminal are equal.

9. A vehicle equipped with a vehicle control device described in any one of claims 1 to 8.

10. A vehicle according to claim 9; and the discharge connector.

11. A program that, when executed by a processor of a computer installed in a vehicle, causes the computer to perform an operation, The vehicle is a power conversion device configured to be able to adjust the voltage of power; 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 is a power terminal to which the power output from the power conversion device is transmitted; When charging from an external source, a control pilot signal is transmitted through the CP terminal. a CS terminal to which a proximity detection signal is transmitted; The program includes a step of identifying the type of the discharge connector connected to the connection part based on the voltage of the CP terminal and the voltage of the CS terminal, regardless of the power of the power terminal, prior to outputting power from the power terminal to the discharge connector.

12. A power supply method for supplying power from a vehicle to an outside via a discharge connector, comprising: the vehicle includes a connection portion to which the discharge connector is connected, and is configured to be able to adjust a voltage of power discharged from the connection portion; The connection portion is a power terminal to which power discharged from the connection portion is transmitted; When charging from an external source, a control pilot signal is transmitted through the CP terminal. a CS terminal to which a proximity detection signal is transmitted; The power supply method includes: acquiring a voltage of the CP terminal; acquiring a voltage of the CS terminal; and prior to outputting power from the power terminal to the discharge connector, identifying the type of the discharge connector connected to the connection part based on the voltage of the CP terminal and the voltage of the CS terminal, regardless of the voltage of the power terminal.

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