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    • 专利摘要:
    vehicle. The present invention relates to a vehicle (100), which includes: an energy storage device (110), a first connector (220) with capacity for charging and discharging electrical energy from the energy storage device (110) ; a second connector (702) capable of charging and discharging electrical energy from the energy storage device (110); and an ECU (300) which controls the charge and discharge provided through the first connector, and the charge and discharge provided through the second connector. the ECU (300) operates in response to a control part (415 or 615, 616) being operated to select and perform any one of the discharge of the energy storage device (110) through the first connector, of the charge of the storage device. of energy (110) through the first connector, discharging the energy storage device (110) through the second connector, and charging the energy storage device (110) through the second connector, the control part being provided in a first plug (410 or 600) connected to the first connector.
    公开号:BR112015015896B1
    申请号:R112015015896-0
    申请日:2013-03-21
    公开日:2021-08-10
    发明作者:Toru Ono
    申请人:Toyota Jidosha Kabushiki Kaisha；
    IPC主号:
    专利说明:

    Technical Field
    [0001] The present invention relates to a vehicle and, more specifically, to a vehicle that has an energy storage device equipped therein and configured to be electrically chargeable and dischargeable from the outside of the vehicle. Background of the Technique
    [0002] In recent years, a variety of electric power supply systems have been proposed to supply domestic installations with electrical energy from an energy storage device equipped in a vehicle and to charge a vehicular energy storage device equipped with electrical energy. of domestic installations. Such an electric power supply system is described in Japanese Patent open to public inspection No. 2012-170259 (PTD 1).
    [0003] For example, an electrical power supply system supplies a vehicle that includes a DC connector, an AC connector and an energy storage device to be able to charge a vehicle battery equipped with electrical energy external to the vehicle. Such an electric power supply system is described in Japanese Patent Open to Public Inspection No. 2012-209995 (PTD 2).
    [0004] In such an electrical power supply system, a vehicle control unit receives a variety of signals including a control power source potential and a ground potential through a DC plug connected to a DC connector, and operates in response to a variety of signs for charging a battery equipped in a vehicle. The DC plug is connected to an external vehicle charger, and the charger is powered by external electrical power. Quote List Patent Documents
    [0005] PTD 1: Japanese Patent open to public inspection No. 2,012-170.259
    [0006] PTD 2: Japanese Patent open to public inspection No. 2,012-209,995 Invention Summary Technical Problem
    [0007] Such a vehicle as described above is controlled on the premise that the charger external to the vehicle is supplied with electrical energy. As such, if the charger is not electrically powered, the vehicle is not powered with the control power source potential and the vehicle cannot provide communications or open/close a relay. As such, in an emergency, if the charger has a power outage, and there is a need to extract electrical power from the equipped vehicle battery to the outside of the vehicle, there is no way to apply the control to emit the electrical power to the DC connector.
    [0008] Furthermore, if sunlight, wind energy and the like are exploited to privately generate electrical energy, the vehicle battery cannot be charged as such, since the commercial power supply has failed.
    [0009] The present invention contemplates a vehicle that allows loading and unloading, while the energy transmission and reception devices external to the vehicle have electrical power interruption. Solution to the Problem
    [0010] The present invention is summarized as follows: a vehicle capable of providing electrical energy to the exterior of the vehicle, comprising: an energy storage device; a first connector capable of charging and discharging electrical energy from the energy storage device; a second connector capable of charging and discharging electrical energy from the energy storage device; and a control device that controls the charge and discharge provided through the first connector, and the charge and discharge provided through the second connector. The control device operates in response to a control part being operated to select and perform any one of discharging the energy storage device through the first connector, charging the energy storage device through the first connector, discharging the device of energy storage through the second connector, and the load of the energy storage device through the second connector, the control part being provided to a first plug connected to the first connector.
    [0011] Preferably, the control part is configured to be able to issue a load or unload instruction and an instruction to execute a load or unload instruction. The control device is signaled from a state of the control part through the first connector, and when the control device receives the unload instruction and also receives the execution instruction, the control device performs the unloading of the storage device. power to the outside of the vehicle, and when the control device receives the charge instruction and also receives the execution instruction, the control device allows electrical energy to be received from outside the vehicle to carry out the charge of the charging device. energy storage.
    [0012] More preferably, when the control device receives the execution instruction and the discharge instruction through the first connector, with a second plug not connected to the second connector, the control device performs the discharge of the energy storage device to the exterior of the vehicle via the first connector. When the control device receives the execution instruction and the discharge instruction through the first connector, with the second plug connected to the second connector, the control device discharges the energy storage device to the exterior of the vehicle through the second connector.
    [0013] Preferably, the second connector is configured to allow a second plug to be connected thereto, the second plug being provided on one end of a cable that has the other end connected to a power conditioning station. The control part is configured to be able to output a pattern first signal and a pattern signal different from the first pattern signal. When the control device receives the first standard signal through the first connector, with the second plug connected to the second connector, the control device allows electrical energy to be received from outside the vehicle through the first connector or the second connector to carry out the charging of the energy storage device, and characterized in that the control device receives the signal different from the first standard signal through the first connector, with the second plug connected to the second connector, the control device performs the discharge from the energy storage device to the outside of the vehicle via the first connector or the second connector.
    [0014] Still preferably, the second connector includes an input node for receiving from the power conditioning station a signal indicative of a control for initiating discharge from the energy storage device to the power conditioning station. When the control device receives the second standard signal and discharge instruction through the first connector, with the first plug connected to the first connector, and the second plug connected to the second connector, instead of the power conditioning station, the device control sends a signal indicative of the control to initiate the discharge to the input node.
    [0015] More preferably, the second connector is configured to allow a second plug to be connected thereto, the second plug being provided at one end of a cable that has the other end connected to a power conditioning station, the vehicle further comprises a first CAN communication unit, the power conditioning station includes a second CAN communication unit, and when the control device receives an instruction from the control part, with the second plug connected to the second connector, then the Control device starts the first CAN communication unit to perform communication.
    [0016] Preferably, the first connector is a connector for alternating current power and the second connector is a connector for direct current power. Advantageous Effects of the Invention
    [0017] The present invention thus allows the loading and unloading between a vehicle and the energy transmission and reception devices external to the vehicle, while the energy transmission and reception devices have electrical energy interruption. Brief Description of the Drawings
    [0018] Fig. 1 is a general block diagram of a hybrid vehicle100;
    [0019] Fig. 2 illustrates charging/discharging alternating current (AC) power to/from a vehicle;
    [0020] Fig. 3 schematically shows a power supply connector 600;
    [0021] Fig. 4 is a block diagram to illustrate a power supply operation performed when the power supply connector of fig. 3 is used;
    [0022] Fig. 5 is a diagram illustrating a general mode for a direct current charge mode and a direct current discharge mode;
    [0023] Fig. 6 shows a configuration of a vehicle, a voltage conditioner and a power supply connector associated with the DC charge mode and the DC discharge mode;
    [0024] Fig. 7 is a flowchart of a first example to illustrate how an ECU applies control for DC loading and unloading in an emergency;
    [0025] Figure 8 is a flowchart of a second example to illustrate how the ECU applies control for DC charge and discharge in case of emergency. Description of Modalities
    [0026] Hereinafter, reference will be made to the drawings to more specifically describe the present invention in embodiments. In the figures, identical or corresponding components are indicated identically to avoid redundant description. Vehicle and Alternating Current Charging Cable
    [0027] Fig. 1 is a general block diagram of a hybrid vehicle100. With reference to fig. 1, vehicle 100 includes an energy storage device 110, a main relay system (SMR) 115, an energy control unit (PCU) 120, an air conditioner 125, engine generators 130, 135, a power transmission gear 140, a drive wheel 150, a motor 160, and a control device or electronic control unit (ECU) 300. The PCU 120 includes a converter 121, inverters 122, 123, and capacitors C1, C2.
    [0028] The energy storage device 110 is an electrical energy storage component configured in a chargeable and downloadable manner. Energy storage device 110, for example, includes a rechargeable battery such as a lithium ion battery, a nickel metal hydride battery or a lead acid battery, or an energy storage element such as a capacitor double layer electric.
    [0029] The energy storage device 110 is connected to the PCU 120 through a positive power line PL1 and a negative power line NL1. The energy storage device 110 provides the PCU 120 with electrical energy to generate power to drive the vehicle 100. In addition, the energy storage device 110 stores therein electrical energy generated by the motor generators 130, 135. 110 energy storage emits approximately 200V, for example.
    [0030] The energy storage device 110 includes a voltage sensor (not shown) and a current sensor (not shown) to detect the voltage VB and the current IB of the energy storage device 110 which, in turn, are issued to ECU 300.
    [0031] SMR 115 includes relays, one connected to a positive polarity end of energy storage device 110 and the positive power line PL1 connected to PCU 120, and another connected to a negative polarity end of energy storage device 110 and the negative energy line NL1. SMR 115 operates in response to a control signal SE1 received from the ECU 300 to switch the supply of electrical energy between the energy storage device 110 and the PCU 120 to interrupt electrical energy between them, and vice versa.
    [0032] The converter 121 operates in response to a PWC control signal received from the ECU 300 to perform voltage conversion between the positive and negative power lines PL1 and NL1 and the positive and negative power lines PL2 and NL1.
    [0033] Inverters 122, 123 are connected to positive and negative power lines PL2 and NL1 in parallel. Inverters 122, 123 operate in response to control signals PWI1 and PWI2, respectively, received from the ECU 300 to convert the direct current (DC) power that is received from the converter 121 into alternating current (AC) power to drive the engine generators 130, 135, respectively.
    [0034] Capacitor C1 is provided between the positive and negative power lines PL1 and NL1, and decreases the voltage variation caused between the positive and negative power lines PL1 and NL1. Capacitor C2 is provided between positive and negative power lines PL2 and NL1 and decreases the voltage variation caused between positive and negative power lines PL2 and NL1.
    [0035] The motor generator 130, 135 is an AC rotary electric machine and, for example, is a permanent magnet type synchronous electric motor, which includes a rotor with a permanent magnet incorporated in it.
    [0036] Motor generators 130, 135 emit the torque which is, in turn, transmitted to the drive wheel 150 through the drive force transmission gear 140 configured with a speed reducer, a drive force divider device and similar ones included in it do so, causing the vehicle 100 to move. When the vehicle is regeneratively braked 100, the engine generators 130, 135 can generate electrical energy through the torque of the drive wheel 150. Then, the generated electrical energy is converted by the PCU 120 into electrical energy used to charge the driving device. energy storage 110.
    [0037] In addition, the engine generators 130, 135 are also coupled with engine 160 through the drive power transmission gear 140. Then, engine generators 130, 135 and engine 160 are operated cooperatively by the ECU 300 to generate the power needed to drive the vehicle. In addition, the engine generators 130, 135 can generate electrical energy by rotating the engine 160, and the generated electrical energy can be used to charge the energy storage device 100. It is noted that in the present embodiment, the generator of engine 135 is used exclusively as an electric motor for driving sprocket 150, while generator of engine 130 is used exclusively as an energy generator driven by engine 160.
    [0038] It is noted that although fig. 1 illustrates a configuration having two engine generators, the number of engine generators is not limited thereto, and a single engine generator, or three or more engine generators may be provided. In addition, vehicle 100 may be an electric vehicle, which does not have an engine fitted to it, or it may be a fuel cell vehicle.
    [0039] Vehicle 100 has a configuration for charging energy storage device 110 by electrical energy received from an external alternating current (AC) power source 500, and the configuration includes a charger 200, charge relay CHR 210, an AC input 220 which serves as an alternating current connection unit, a charge and discharge relay 707, and a DC input 702 which serves as a direct current connection unit. Connected to the DC input 702 is a plug for charging and discharging a direct current, as will be described below with reference to fig. 5 and fig. 6.
    [0040] To the AC 220 input a charging connector 410 of a charging cable 400 is connected. Then, from the external AC power source 500, electrical energy is transmitted through the load cable 400 to the vehicle 100.
    [0041] Charging cable 400 includes, in addition to connector 410, a charging connector 420 for connecting to a 510 receptacle of external AC power supply 500, and a power line 440 connecting the charging connector 410 and the plug 420. Power line 440 has a load circuit interrupt device (CCID) 430 inserted to display the supply of electrical power from external AC power source 500 to the interruption of electrical power supplied there and vice versa .
    [0042] Charger 200 is connected to AC 220 through power lines ACL1 and ACL2. In addition, charger 200 is connected to energy storage device 110 through CHR 210.
    [0043] The charger 200 is controlled by a control signal PWDreceived from the ECU 300, and receives AC power from the AC input 220 and converts the AC power received into electronic energy used to charge the energy storage device 110 .
    [0044] Vehicle 100 also has a configuration for external electrical power supply, and the configuration includes a 100 V AC inverter 201 and a DCHR 211 discharge relay. Note that AC input 220 is also used as a power unit. connection that supplies AC power. Connection to an input on the discharge AC power is made in a configuration, which will be described below with reference to fig. 2 and fig. 4.
    [0045] The 100 V AC inverter 201 can also receive AC energy from the energy storage device 110 or the electrical energy that is generated by the motor generators 130, 135 and converted by the PCU 120 into DC energy, converting the received DC energy into AC power, and powering AC power out of the vehicle. Note that the 100V AC inverter 201 can be replaced by another AC voltage or DC voltage output device. In addition, the charger 200 and 100V AC inverter 201 can be a single device capable of charging and powering, or bidirectional, energy conversion.
    [0046] The CHR 210 is controlled by a control signal SE2 received by the ECU 300 to switch the supply of electrical energy between the charger 200 and the energy storage device 110 to interrupt the electrical energy between them and vice versa. The DCHR 210 is controlled by an SE3 control signal received from the ECU 300 to switch the connection of a power path between AC 220 input and 100V AC inverter 201 to disconnect the power circuit and vice versa. It is observed that on load, as shown in figure 1, the CHR 210 is controlled to be connected and the DCHR 211 is controlled to be disconnected.
    [0047] The ECU 300 includes a non-volatile memory 370 for storing an initial configuration of an air conditioner and the like therein. Although not shown in fig. 1, the ECU 300 further includes a central processing unit (CPU), a memory device, and an input/output buffer, and the ECU 300 receives a signal from each sensor or the like, generates a control signal. for each device, and also controls the energy storage device 110 and each vehicle device 100. It is noted that these not only can be controlled as processed through software, but can also be controlled as processed through dedicated hardware (or Electronic circuits).
    [0048] The ECU 300 receives values of voltage VB and current IB, as detected, from the energy storage device 110, and from this calculates which state of charge (SOC) the energy storage device 110 has.
    [0049] The ECU 300 receives from connector 410 a PISW proximity detection signal (hereafter referred to as PISW detection signal) indicative of whether the load cable 400 is connected or disconnected. In addition, the ECU 300 receives a CPLT control pilot signal (hereafter referred to as the CPLT pilot signal) from the CCID 430 of the load cable 400. The ECU 300 operates in response to these signals to perform a load operation.
    [0050] It is noted that although fig. 1 show the ECU 300 as a single control device, which can be provided with discrete control devices provided for functions or devices, respectively, to be controlled, such as PCU 120, energy storage device 110, and the like. Alternating Current
    [0051] The CPLT pilot signal and the PISW detection signal, such as the AC 220 input and the 410 load connector are configured in geometry and how their terminals are arranged, and the like, are standardized, for example, in the North American Society of Automotive Engineers (SAE), the International Electrotechnical Commission (IEC), and the like.
    [0052] Although not shown in the figure, CCID 430 includes a CPU, a memory device and an input/output buffer, and which receives and outputs each sensor and control pilot signal and also controls a one-cable load operation. load 400.
    [0053] It is noted that the CPLT pilot signal is potentially controlled by the ECU 300. In addition, the signal has a duty cycle set based on a rated current that can be supplied from the external AC power supply 500 through of charge cable 400 to vehicle 100.
    [0054] The CPLT pilot signal periodically oscillates, as defined, when the CPLT pilot signal has a potential decreased from a defined potential. It is noted that CPLT pilot signal has a pulse width set based on rated current that can be supplied from external AC power source 500 through load cable 400 to vehicle 100. In other words, a control circuit The pilot signal in CCID 430 notifies the ECU 300 of the vehicle 100 of the rated current via the CPLT pilot signal by a working ratio indicated by a ratio of the pulse width to the oscillation period.
    [0055] It is observed that the rated current is determined for each load cable and varies with the type of load cable 400. Thus, the CPLT pilot signal will have different working ratios for different load cables 400.
    [0056] From a working relation of the received CPLT pilot signal, the ECU 300 can detect a rated current that can be supplied through charging cable 400 to the vehicle 100.
    [0057] When a relay on CCID 430 has a closed contact, the charger 200 is provided with AC power from the external AC power source 500 and a preparation is completed for charging the energy storage device 110 from the power source. External AC power 500. The ECU 300 sends the PWD control signal to the charger 200 to convert the AC power that is received from the external AC power supply 500 into DC power that can be used to charge the storage device. energy 110. Then, ECU 300 issues control signal SE2 to close a contact of CHR 210 of charging energy storage device 110.
    [0058] Fig. 2 illustrates AC charge/discharge power from/from a vehicle. As shown in Figure 2, in an upper part, the externally chargeable vehicle 100 can store to the energy storage device 110 thereof, electrical energy received from the external AC power source 500 or a similar external power source. to the vehicle. Alternating Current Discharge Mode
    [0059] On the other hand, it has been discussed to consider a vehicle as a power source to provide electrical energy that is stored in the vehicle to electrical equipment external to the vehicle, as seen in a so-called smart grid. In addition, the vehicle can be used as an electrical power source when the equipment is used in camping, outdoors and other activities.
    [0060] In that case, as shown in fig. 2, it would be suitable if the AC 220 input, which allows the charge cable 400 to be connected thereto to carry out the external charge, is used to supply electrical power from the vehicle, as this can eliminate the need to separately provide an output for the connection of electrical equipment and thus eliminate or reduce the need to rebuild the vehicle.
    [0061] Therefore, as shown in fig. 2, at a lower end, a 600 conversion power supply connector that can be connected to the AC 220 input that allows charging cable 400 to be connected thereto to carry out external charging, is provided to allow electrical equipment 700 external to the vehicle has a power supply plug 710 connected directly to the vehicle 100, and also to allow the vehicle 100 to supply electrical energy through the AC 220 input to the electrical equipment 700 external to the vehicle (hereinafter also referred to as "power of external energy").
    [0062] The power supply connector 600 has a terminal portion that is similar in shape to a terminal portion of the load connector 410 of the load cable 400 described with reference to fig. 1, and can be connected in place of charge cable 400 to AC 220 input of vehicle 100.
    [0063] By connecting the power supply connector 600, the DC energy stored in the energy storage device 110 that serves as a power generation device is converted through the 100 V AC inverter 201 of the vehicle 100 into alternating current that the 700 electrical equipment can use, and therefore provided for 700 electrical equipment, as will be described below.
    [0064] It is noted that although the vehicle 100 includes an energy generating device, which is an energy storage device 110, the vehicle 100 in the form of a hybrid vehicle having an engine 160, as shown in fig. 1 further includes the engine 160 and the engine generator 130. In this case, the engine 160 drives the engine generator 130 to generate electrical energy (i.e., AC power) which, in turn, is converted through the device. drive 180 motor and 100 V AC inverter 201 in alternating current that electrical equipment 700 can use, and therefore supplied to electrical equipment 700. In addition, although not shown in fig. 1, it is also possible to use electrical energy received from an auxiliary battery used to supply voltage supply to an auxiliary device included in vehicle 100. Alternatively, if vehicle 100 is a fuel cell vehicle, it is also possible supply the electrical energy generated by a fuel cell.
    [0065] In other words, the electrical energy of energy storage device 110 can be supplied to the AC input 220 by means of inverter voltage of 100 V 201. The electrical energy stored in the energy storage device 110 or the generated electrical energy as the motor 160 is driven it is supplied to the 700 electrical equipment via the 600 power supply connector.
    [0066] It is noted that although fig. 1 shows a configuration with external load performed exclusively by a discrete energy conversion device and external power supply performed exclusively by a discrete energy conversion device, the charger 200 can be provided as a single energy conversion device capable of a external load and external power supply, or bidirectional power conversion operation.
    [0067] Fig. 3 schematically shows the power supply connector 600. Referring to fig. 3, the power supply connector 600 is provided with a fitting part 605 and control parts 615, 616. The fitting part 605 is shaped to correspond to the AC input 220 so that the former can be fitted to the latter. The control part 615 is a switch for issuing an instruction to start the power supply, and the control part 616 is a switch for changing from charge to discharge and vice versa.
    [0068] The power supply connector 600 is provided with an output part 610 that allows the external electrical equipment 700 to supply power to the plug 710 to be connected thereto. The output part 610 and the power supply connector 600 can be discretely configured and connected by a cable.
    [0069] When the 600 power supply connector is connected to the 220 AC input, the vehicle 100 performs a power supply operation and supplies electrical energy through the 220 power supply connector and the 600 AC input to the 700 electrical equipment.
    [0070] Fig. 4 is a block diagram to illustrate a power supply operation when the power supply connector of fig. 3 is used. It should be noted that the components shown in fig. 4, which are indicated by reference characters identical to those indicated in figure 1, will not be described repeatedly.
    [0071] With reference to fig. 4, the ECU 300 mounted on vehicle 100 includes a power supply node 350, a pull-up resistor R10 and a pull-down resistor R15, a CPU 310, a resistor circuit 320, and an input buffer 340.
    [0072] Resistor circuit 320 is a circuit for controlling the potential CPLT pilot signal of vehicle 100.
    [0073] The input buffer 340 receives the PISW detection signal and outputs the PISW detection signal received to the CPU 310. It is observed that a voltage is applied to a connection signal line L3 by the ECU 300, and the signal of PISW detection varies in potential once the 410 load connector is connected to the 220 AC input. The 310 CPU detects the potential PISW detection signal to detect whether the 410 load connector is connected or disconnected and plugged in or not plugged in.
    [0074] The CPU 310 receives the PISW detection signal from the input buffer 340. The CPU 310 detects the potential PISW detection signal and detects whether power supply connector 600 is plugged in or unplugged and plugged in or not plugged in.
    [0075] Once power supply connector 600 is connected to AC input 220, power lines ACL1, ACL2 of vehicle 100 and output part 610 are electrically connected through a power transmission part 606.
    [0076] Power supply connector 600 includes a connection 601 connected to connection signal line L3, a connection 602 connected to connection 601 and a pilot control line L1, a connection 603 connected to a grounded line L2, and a connecting circuit 604.
    [0077] Connection 601 is electrically connected to connection signal line L3 since power supply connector 600 has been fixed to AC input 220. Connection 602 is electrically connected to control pilot line L1 once the power supply connector 600 has been attached to the AC 220 input. The connection 603 is electrically connected to the ground line L2 once the power supply connector 600 has been attached to the AC input 220.
    [0078] Power supply connector 600 further includes resistors R30, R31, and a switch SW30. When power supply connector 600 is connected to AC input 220, resistors R30 and R31 are connected in series between connection signal line L3 and ground line L2.
    [0079] Switch SW30 and resistor R31 are connected in parallel. Switch SW30 has a closed contact with the 600 power supply connector fully plugged into AC input 220. In other words, switch SW30 is normally closed. When the 600 power supply connector is disconnected from the AC 220 input or it is uncertain whether the 600 power supply connector is fully engaged with the AC 220 input, switch SW30 has the contact open. In addition, the switch SW30 also has the contact open by the control part 615 to be operated. Thus, switch SW30 has a state that varies when power supply connector 600 is connected to vehicle 100 and when power supply connector 600 is removed from vehicle 100.
    [0080] When power supply connector 600 is connected to AC input 220, CPU 310 can determine whether power supply connector 600 is connected or disconnected and fitted or not fitted from a combined resistance determined from resistors R10 , R15, R30, R31 and combined.
    [0081] The power supply connector 600 that includes the switch SW30 further includes a switch SW10. Switch SW10 is provided in link circuit 604 between link 601 and link 602. Switch SW10 is normally open.
    [0082] Switch SW10 and switch SW30 are grouped by the control part 615 to be operated. When control part 615 is operated by a user, switch SW10 is closed and switch SW30 is opened. Unless control part 615 is operated, switch SW10 is opened and switch SW30 is closed.
    [0083] When the switch SW10 is closed, the connecting circuit 604 connects the connection 601 and the connection 602. Thus, when the power supply connector 600 is connected to the AC input 220 and the switch SW10 is operated, the connecting circuit 604 connects the connection signal line L3 and the control pilot line L1.
    [0084] It is observed that the switch SW30 can be normally open and the switch SW10 can be normally closed. In that case, when the control part 615 is operated by the user, the switch SW10 is opened and the switch SW30 is closed. In other words, the switch SW10 and the switch SW30 can be adapted to be closed and opened, respectively, unless the control part 615 is operated. Switch SW10 and switch SW30 are provided to change L3 connecting signal line and pilot line of controlling L1 potential.
    [0085] The CPU 310 recognizes which power supply connector 600 has been fixed from which L3 standard connecting signal line and which L1 control pilot line varies in potential. More specifically, when connection signal line L3 and control pilot line L1 synchronously increase in potential and thereafter synchronously decrease in potential, CPU 310 recognizes that power supply connector 600 is connected.
    [0086] How switch SW30 and connector SW10 have their respective normal states combined and how many times control part 615 is operated can be changed several times. The ECU 300 is only required to be modified in software which allows a modified combination to be recognized as a corresponding state.
    [0087] Once the CPU 310 has recognized that the power supply connector 600 has been connected, the CPU 310 opens the CHR 210 and closes the DCHR 211, the CPU 310 also controls the 100 V AC inverter 201 to perform an operation of power supply to supply electrical energy from the energy storage device 110 to the external electrical equipment 700.
    [0088] In addition, when the energy storage device 110 has a reduced SOC or an instruction is received from the user, the CPU 310 drives the motor 160 to operate the motor generator 130 to generate electrical energy and provides the electrical energy generated for electrical equipment 700. Direct Current Charge Mode and Direct Current Discharge Mode
    [0089] Fig. 5 is a diagram illustrating a general mode for the dc charge mode and a dc discharge mode. With reference to fig. 5, the direct current charging mode is a mode that allows electrical energy from an external DC power supply to be used to charge an energy storage device of a vehicle. It is often the case that the DC charge mode allows charging faster than the AC charge mode.
    [0090] Normally, in the DC load mode, the AC power received by the 1000 domestic installations from a commercial power source is converted to DC power in an external power conditioner station (hereafter referred to as an external PCS ) 900 is supplied to the energy storage device 110 through a DC load plug 901 and the DC input 702. At this time, the AC input 220 normally does not have any components connected to it.
    [0091] When an emergency arises and the commercial power supply fails, it would be convenient if the vehicle 100 was able to supply electrical power to domestic installations 1000. In that case, however, the commercial power supply has failed, and the external PCS 900 may not be able to generate a control power supply voltage. In that case, even if the energy storage device 110 of vehicle 100 has electrical energy stored in it, it is possible to communicate to external PCS 900 or transmit or receive electrical energy.
    [0092] Therefore, the present embodiment provides the vehicle 100 configured to be modifiable so that a potential of the control power supply that normally must be supplied from the external PCS 900 can be generated in the vehicle in case of an emergency. The configuration is modified in response to an instruction, which is the input to an input device, and control part 615 of power supply connector 600 is used as the input device. The vehicle is expected to be equipped with a 600 power supply connector for emergency situations, and it is very likely that the 600 power supply connector could be used in such a case described above.
    [0093] Fig. 6 shows a configuration of a vehicle connector, power conditioner, and power supply connector associated with DC charge and discharge modes. Normal-Time Direct Current Charge Mode
    [0094] With reference to fig. 6, in DC charging and discharging modes, vehicle 100 is connected to PCS 900 which charges an equipped vehicle battery (or energy storage device 110).
    [0095] The PCS 900 includes a DC load plug 901, a PCS 903 body, a CAN 905 communication unit, a 906 control unit, a 907 power supply circuit, D1 and D2 relays, and a 910 photocoupler.
    [0096] A pair of power lines 1011, a communication signal line 1012, and a group of control signal lines 1013 are accommodated in a single load cable. Here, the power line pair 1011 is an electrical power line for transmitting and receiving electrical power between the vehicle 100 and the PCS 900, and the communication signal line 1012 is a communication line for communicating with the vehicle 100. The control signal line group 1013 has a pair of control power lines 1014, a signal line that allows/prohibits operation 1015, a connector connection confirmation signal line 1016, and a 1017 ground line connected to a ground potential.
    [0097] The DC load plug 901 is connected to one end of a load cable and has one end of each line (ie, the power line pair 1011, the communication signal line 1012, and the power line group control signal 1013) accommodated in the charging cable. Once the DC load plug 901 has been attached to vehicle 100 at DC input 702, power line pair 1011, communication signal line 1012, and control signal line group 1013 are electrically connected. to power line pair 811, communication line 812 and control signal line group 813 of vehicle 100, respectively.
    [0098] The body of PCS 903 on load receives AC power from a commercial power supply and converts the AC power into DC power received. When the PCS 903 body receives electrical power from the vehicle, the PCS 903 body receives the DC power supplied from the vehicle through the DC input 702 and converts the DC power received into alternating current used in domestic installations.
    [0099] The CAN 905 communication unit communicates with the vehicle 100 through the 1012 communication signal line, according to a Controller Area Network (CAN) communications protocol.
    [00100] Control unit 906 operates in response to signals received from photocoupler 910, CAN communication unit 905 and the like to control relays D1, D2 and the body of PCS 903.
    [00101] The 907 power supply circuit is a power supply for the supply of electrical power conduction for the CAN 905 communication unit, the 906 control unit, the D1, D2 relays, the 910 photocoupler and each other component of a communication and control system. Normally (or when there is no power failure), the 907 power supply circuit receives DC power emitted from the 903 PCS body and generates a VCC1 controller power supply potential.
    [00102] Relay D1 is arranged between an output terminal VCC1 of power supply circuit 907 and a positive polarity control line of power line pair 1014, and operates in response to a control signal from the control unit 906 to connect/disconnect positive polarity control line of power line pair 1014 to/from VCC1 potential.
    [00103] Relay D2 is disposed between ground potential and a negative polarity control line of power line pair 1014, and operates in response to a control signal from control unit 906 to connect/disconnect the polarity line negative control of the 1014 power line pair to/from ground potential.
    [00104] The photocoupler 910 transmits a signal to the control unit 906 to toggle the permission from an operation to prohibit and vice versa, depending on whether the permission/prohibition signal line of operation 1015 is allowed or not allowed to conduct.
    [00105] The vehicle 100 includes the DC input 702, the energy storage device 110, a CAN communication unit 704, the ECU 300, the relays 707 and 708, the photocouplers 709, 712, 713, and a signal unit 711.
    [00106] The DC 702 input includes a 811 power line pair terminal, the 812 communication line, and the 813 control communication line group. The 811 power line pair is an electrical power line for receiving charging electrical power from PCS 900, and communication line 812 is a communication line for communicating with PCS 900. Control communication line group 813 includes a control power supply line pair 814, an operate allow/prohibit signal line 815, a connector connection confirmation signal line 816, and a ground line 817 connected to a ground potential.
    [00107] Since the PCS 900 has the DC 901 load plug connected to the DC 702 input, the vehicle power line pair 811, the communication line 812, and the control communication line group 813 are connected electrically to the PCS 900 power line pair 1011, the communication signal line 1012, and the control signal line group 1013, respectively.
    [00108] The energy storage device is a battery 110 to provide electrical energy to drive a drive system such as a motor, an inverter and as the vehicle for driving 100.
    [00109] The CAN 704 communication unit communicates with the PCS 900 via the 812 communication line according to a CAN communication protocol. ECU 300 supervises and thus controls each component of vehicle 100. Note that ECU 300 in fig. 6 can be an ECU that is supplied separately from a motion control unit and is initiated on externally loading the vehicle and unloading outside the vehicle.
    [00110] Each component of the communication and control system, such as the CAN 704 communication unit, the ECU 300, the 708 relay and the photocouplers 709, 712, 713, and the 711 signal unit, excluding the 707 relay, is provided with the VCC2 power supply potential of a 706 auxiliary battery as the electrical driving energy.
    [00111] The 707 relay is disposed between the pair of power lines 811 and the positive and negative electrodes of the energy storage device 110, and connects/disconnects the energy storage device 110 to/from the power line pair 811. Relay 707 is an open contact when control electrical power is not conducted. When the drive electrical power is supplied from the PCS 900 via an 814b control power supply line with the 708 relay closed, it is used as the electrical power conduction to close the 707 relay and thus connect the pair of power lines 811 to the energy storage device 110.
    [00112] Relay 708 is arranged between a ground potential FG and relay 707, and operates in response to an SE control signal received from ECU 300 to conduct and interrupt a current from a drive coil of relay 707. that relay D2 can be eliminated and line 814 can be connected to ground potential FG, and relay 708 can be disposed between line 814a and relay 707.
    [00113] The photocoupler 709 transmits to the ECU 300 an SF run/stop signal which depends on whether the PCS 900 has opened or closed relay D1 while a connector is connected. Specifically, one input side has a light emitting device disposed between a positive polarity line of the 814 control power supply line pair and a ground potential, in series with a resistor, and when the PCS 900 has closed relay D1 with a connector connected, and consequently a current path is formed between the control power supply line 814b and the ground potential FG and the input side light emitting device receives an on state current, a receiving device output side light outputs SF start/stop signal to ECU 300.
    [00114] The photocoupler 713 transmits to the ECU 300 an SG run start/stop signal which depends on whether the PCS 900 has opened or closed relays D1 and D2 while a connector is connected. Specifically, one input side has a light emitting device disposed between a positive polarity line of the 814 control power supply line pair and a negative polarity line thereof, and when the PCS 900 has closed relays D1 and D2 with a connector connected and, consequently, a pair of control power supply lines 814 conduct and the light emitting device on the input side thus receives an on-state current, a light receiving device on an output side emits the SG operation start/stop signal to the ECU 300.
    [00115] When the signal unit 711 receives a on-state current from the ECU 300, the signal unit 711 couples the run enable/prohibit signal line 1015 of the PCS 900 with the ground potential FG as a connector is connected. Specifically, the signal unit 711 is disposed between the allow/prohibit to operate signal line 815 and a ground potential, and when the ECU 300 issues an SK control signal to allow an on-state current to flow through the unit. signal 711 to a base electrode, the operate enable/prohibit signal line 815 is coupled with ground potential FG.
    [00116] The photocoupler 712 transmits to the ECU 300 a connection acknowledgment signal from the SH connector depending on whether the load plug DC 901 and the input DC 702 are connected together. Specifically, one input side has a light emitting device disposed between a positive electrode (potential VCC2) of the auxiliary battery 706 and the connector connection confirmation signal line 816, and when the DC load plug 901 is connected to the input DC of 702 and, accordingly, the connector connection confirmation signal line 816 is connected to the connector connection confirmation signal line 1016 and the input side light emitting device receives an on-state current, the signal connection recognition signal of the SH connector is issued to the ECU 300. Direct Current Charge and Discharge Modes in Emergency Situation
    [00117] An operation performed in case of an emergency (or when a commercial power supply has failed) will now be described. When the 600 power supply connector is connected to the AC 220 input in case of an emergency, a signal indicating that the 600 power supply connector that has been attached to the vehicle is inserted to the ECU 300 from a vehicle contact switch 720. In response, the ECU 300 operates in response to the detection signal PISW which has a change of state as the control part 615 is operated to load/unload DC power via DC input 702.
    [00118] A switch 721 is situated in an initial state to allow the ECU 300 to detect via the PISW sensing signal which part of state control 615 it has switched to. Furthermore, in the initial state, the control part 615 is separated from a node N107 and the power supply potential VCC2. When the DC load plug 901 is connected to the DC input 702, the ECU 300 operates in response to how the control part 615 is operated, to operate the switch 721, as shown in fig. 6, to cause relay 722 to be driven to connect node N107 to supply potential VCC2.
    [00119] Specifically, when the DC load plug 901 and the power supply connector 600 are both connected to the vehicle and the condition control part 615 has operated the switch in a first pattern (eg, pressed twice), then , the power supply connector discharges AC power as shown in fig. 2, at the bottom. By doing this, the ECU 300 keeps switch 721 in the initial state.
    [00120] In addition, when the DC load plug 901 and the 600 power supply connector are both connected to the vehicle and that the condition control part 615 operated the switch in a second pattern (eg, continuously pressed by a certain period of time), then the power supply connector discharges the DC power as shown in fig. 5, at the bottom.
    [00121] By doing this, the ECU 300 changes the switch 721 from the initial state to a state shown in fig. 6 and also causes relay 722 to trip. This allows the N107 node to receive a power supply potential in control of the vehicle's VCC2 power supply potential. This allows the 707 relay to be closed and thereafter the 907 power supply circuit generates the VCC1 potential, the CAN communication units 704 and 905 can be used to allow the vehicle PCS 100 and 900 to communicate with each other .
    [00122] Fig. 7 is a flowchart of a first example to illustrate how the ECU applies control for DC loading and unloading in an emergency. This flowchart represents a process called from a prescribed main routine whenever a certain amount of time passes or whenever a prescribed condition is established.
    [00123] With reference to fig. 6 and fig. 7, the process starts, and in step S1, the ECU 300 operates in response to a signal received from the vehicle contact switch 720 to detect whether the power supply connector 600 is connected to the AC input 220. If the vehicle contact switch 720 generates a signal that has an off state (ie, if the power supply connector is not connected), control proceeds to step S2, and control returns to the main routine. In contrast, if at step S1, the vehicle contact switch 720 outputs a signal that has a connected state (that is, if the power supply connector is connected), control proceeds to step S3.
    [00124] In step S3, the ECU 300 operates in response to a signal received from a vehicle contact switch 701 to detect whether the load plug DC 901 is connected to the DC input 702. If the vehicle contact switch 701 outputs a signal that has a disconnected state (ie if the DC plug is not connected), the control proceeds to step S5, and the ECU 300 starts controlling the AC charge and discharge as shown in fig. two.
    [00125] If at step S3, the vehicle contact switch 701 outputs a signal that has a connected state (that is, if the DC plug is connected), the control proceeds to S4 operation, and the ECU 300 starts controlling DC charging and discharging, as shown in fig. 5.
    [00126] The first example above for the control uses the following:
    [00127] A vehicle that has a DC load input and an AC load input, both of which both equipped on it allow the DC load to be initiated by a trigger controlled by a control part operated to control the PISW detection signal from a connector. AC discharge (ie the 600 power supply connector).
    [00128] In addition, when a vehicle that has a DC charge input and an AC charge input both equipped on it, it accommodates both AC discharge and DC discharge, and the vehicle does not have a DC connector inserted to it and has an AC connector inserted into it and the PISW detection signal has a connected state, the AC discharge is controlled. In contrast, when the vehicle has the DC and AC connectors inserted in it and the PISW detection signal is in the on state, the DC discharge is controlled.
    [00129] Figure 8 is a flowchart of a second example to illustrate how the ECU applies DC control for loading and unloading in an emergency. This flowchart represents a process called from a prescribed main routine whenever a certain amount of time has passed or whenever a prescribed condition is established.
    [00130] With reference to fig. 6 and fig. 8, the process is started, and in step S11, the ECU 300 operates in response to a signal received from the vehicle contact switch 720 to detect whether the power supply connector 600 is connected to the AC input 220. If contact switch vehicle 720 generates a signal that has an on state (that is, if the power supply connector is not connected), control proceeds to step S12, and control returns to the main routine. In contrast, if at step S11 the vehicle contact switch 720 outputs a signal that has an on state (that is, if the power supply connector is connected), control proceeds to step S13.
    [00131] In step S13, the ECU 300 operates in response to a signal received from the vehicle contact switch 701 to detect whether the load plug DC 901 is connected to the DC input 702. If the vehicle contact switch 701 issues a signal which has a disconnected state (ie if the DC plug is not connected), the control proceeds to step S20, and the ECU 300 prepares to start AC charge and discharge control as shown in fig. two.
    [00132] If in step S13, the vehicle contact switch 701 generates a signal that has a connected state (that is, if the DC plug is connected), the control proceeds to step S14, and the ECU 300 prepares to start DC charge and discharge control as shown in fig. 5.
    [00133] When step S14 is performed to prepare to initiate DC charge and discharge control, then control proceeds to step S15 and the ECU 300 determines whether control part 615 was operated in a pattern of pressing the switch at once.
    [00134] If in step S15, the ECU 300 determines that the switch has been pressed once, then the control proceeds to step S16, and if the switch has not been pressed once, then the control proceeds to step S27.
    [00135] In step S16, node N107 is provided with a DC control power supply of the vehicle's VCC2 power supply potential. Specifically, as the control part 615 has the switch pressed in, the relay of 722 conducts, and the switch 721 is also operated to thereby supply power supply potential VCC2 in place of power supply potential VCC1 to node N107. In other words, the control part 615 can be operated, instead of the relay D1 being controlled to conduct, to provide a control power supply potential to a part of the vehicle that is associated with DC loading and unloading.
    [00136] Then, in step S17, the ECU 300 proceeds with one more preparation for the start of the DC load. Specifically, the ECU 300 performs CAN communication at step S18, and after the charging conditions such as time, voltage, current and the like are confirmed, control proceeds to step S19 to start charging the energy storage device 110 by direct current through the DC input.
    [00137] In addition, when the control proceeds to step S27, the control determines whether the control part 615 has pressed the switch continuously for a long period of time. If so, control proceeds to step S28, otherwise control proceeds to step S32.
    [00138] In step S28, node N107 is provided with a vehicle power supply VCC2 potential DC control power supply. Specifically, since the control part 615 has pressed the switch, the relay 722 conducts, and the switch 721 is also operated to thus supply power supply potential VCC2 in place of power supply potential VCC1 to node N107 . In other words, the control part 615 can be operated, instead of the relay D1 being controlled to conduct, to provide a control power supply potential to a part of the vehicle that is associated with DC loading and unloading.
    [00139] Then, in step S29, the ECU 300 proceeds with one more preparation for the start of the DC discharge. Specifically, the ECU 300 performs CAN communication at step S30, and after the unloading conditions such as time, voltage, current and the like have been confirmed, control proceeds to step S31 to start unloading the storage device. 110 power outside the vehicle through the DC input by DC power.
    [00140] Note that if in step S27 control determines that the switch has not been pressed continuously for a long period of time, control proceeds to step S32. As shown in steps S32 and S33, for example, if the switch is pressed twice for a short period of time, the ECU 300 ignores the operation of the control part 615 to prevent anything in particular from happening.
    [00141] If control proceeds from step S13 to step S20 to prepare to initiate AC charge and discharge control, control then proceeds to step S21 and ECU 300 determines whether control part 615 was operated in a pattern of press the switch once.
    [00142] If in step S21, the ECU 300 determines that the switch has been pressed once, then the control proceeds to step S22, and even though the DC input has the DC plug connected to it, the ECU 300 starts to AC load as shown in fig. 2 at the top. In this case, the 410 load connector, instead of the 600 power supply connector, must be connected. The load connector 410 is also provided with a switch corresponding to the control part 615, and the detection signal PISW can therefore be changed to a prescribed pattern.
    [00143] If in step S21, ECU 300 determines that the switch has not been pressed once, then control proceeds to step S23, and ECU 300 further determines whether control part 615 was operated in a pressing pattern. the switch twice. If so, then the control goes to step S24, and even though the DC input has the DC plug connected to it, the ECU 300 starts the AC discharge as shown in fig. 2, at the bottom.
    [00144] If in step S23, control determines that control part 615 has not been operated in the pattern of pressing the switch twice, control proceeds to step S25. As shown in steps S25 and S26, for example, if the switch has been pressed continuously for a prescribed period of time, the ECU 300 ignores the operation of the control part 615 to prevent anything in particular from happening.
    [00145] It is noted that although steps S15, S21, S23, S27 are performed, referring to how the control part 615 is operated to switch the discharge load and vice versa, a configuration of a changeover switch load/unload (or the control part 616) which is shown in figures 3 and 6, can be read by the ECU 300 to accordingly display the load from the tap-changer to unload and vice versa.
    [00146] Furthermore, although the configuration of fig. 6 show that the ECU 300 switches the switch 721 and the relay 722 is controlled to conduct to provide a power supply controlling the potential of the power supply VCC2 to node N107, the switch 721 and relay 722 can be dispensed with and a switch can be provided so that how the control part 615 is operated can be said and the ECU 300 can consequently connect the power supply potential VCC2 to node N107 only for a certain period of time.
    [00147] Thus, in the present embodiment, a potential control power supply is provided from a vehicle, instead of relay D1 in fig. 6, depending on how a switch controlling the PISW detection signal is operated.
    [00148] The second example above for the control uses the following:
    [00149] When a vehicle with a DC load input and an AC load input both equipped on it accommodates both AC discharge and DC discharge, and the vehicle has a DC connector inserted into it, the PISW detection signal pattern can be said to change AC discharge to DC discharge and vice versa (for example, providing AC discharge in response to a switch being pressed twice, and providing DC discharge in response to the switch being pressed for a long period of time).
    [00150] Furthermore, when a vehicle, which has a DC load input and an AC load input both equipped on it, accommodates both AC discharge and DC discharge, an operation performed to change the PISW detection signal that is emitted from an AC connector allows to control a power supply to be supplied when starting an external PCS.
    [00151] Furthermore, when a vehicle, which has a DC load input and an AC load input both equipped on it, accommodates both AC discharge and DC discharge, an operation performed to change the PISW detection signal that is emitted from an AC connector allows the external PCS to initiate communication.
    [00152] Finally, the present embodiment is summarized again with reference to the drawings. The vehicle 100 capable of supplying electrical energy outside the vehicle comprises: the energy storage device 110; a first connector (AC input 220) capable of charging and discharging electrical energy from the energy storage device 110; a second connector (DC input 702) capable of charging and discharging electrical energy from the energy storage device 110; and the ECU 300 which controls the charge and discharge provided through the first connector, and the charge and discharge provided through the second connector. The ECU 300 operates in response to a control part (control part 415 or 615, 616) being operated to select and execute any one of the discharge energy storage device 110, via the first connector, of the charge storage device. of power 110 through the first connector, discharge energy storage device 110 through the second connector, and from the discharge energy storage device 110 through the second connector, the control part to be provided in a first plug (connector of load 410 or power supply connector 600) connected to the first connector.
    [00153] This allows an operation in an emergency, such as a power failure, to be selected by an input that is received through the first plug, and the vehicle can dispense with an additional input unit.
    [00154] Preferably, the control parts 615, 616 are configured to be capable of issuing a switch load/unload instruction, and a load/unload execution instruction. The ECU 300 is signaled from a state of the control part through the first connector (input AC 220) and when the ECU 300 receives an unload instruction and also receives the execution instruction, the ECU 300 performs the unloading of the storage device. power 110 out of the vehicle, and when the ECU 300 receives a charge instruction and also receives the execution instruction, the ECU 300 allows electrical energy to be received from outside the vehicle to carry out the charge of the storage device. power 110. It is noted that the load instruction or the unload instruction and the execution instruction can be simply provided by inputting a pattern through the control part 615 as shown in fig. 8.
    [00155] More preferably as shown in fig. 7 and fig. 8, when the ECU 300 receives the run instruction and discharge instruction through the first connector (input AC 220), with a second plug (load plug 901 DC) not connected to the second connector (input DC 702), the ECU 300 performs the discharge of the energy storage device 110 to the outside of the vehicle via the first connector (AC input 220). When the ECU 300 receives the execution instruction and the discharge instruction through the first connector (AC 220 input), with the second plug (DC 901 charge plug) connected to the second connector (DC 702 input), the ECU 300 executes the discharge from the energy storage device 110 to the outside of the vehicle via the second connector (input DC 702).
    [00156] Preferably, as shown in fig. 6, the second connector (DC 702 input) is configured to allow the second plug (DC 901 charge plug) to be connected thereto, the second plug being provided on one end of a cable that has the other end connected to the PCS 900 The control part 615 is configured to be able to output a first standard signal (eg representing permission once) and a signal of a different standard than the first standard signal (eg representing pressing for a long period of time, twice or the like). As shown in fig. 8, when the ECU 300 receives the first standard signal through the first connector (AC 220 input), with the second plug (DC 901 charge plug) connected to the second connector (DC 702 input) (SIM at step S15 or S21), the ECU 300 allows electrical power to be supplied from outside the vehicle through the first connector (AC 220 input) or the second connector (DC 702 input) to carry out the charging of the energy storage device (step S19 or S22 ) and when the ECU 300 receives via the first connector (AC 220 input) the signal different from the first standard signal (which represents pressing for a long period of time or twice), with the second plug (DC 901 charge plug). ) connected to the second connector (input DC 702) (SIM in step S23 or S27), the ECU 300 discharges the energy storage device to the outside of the vehicle through the first connector or the second connector (step S24 or S31) .
    [00157] Still preferably, as shown in fig. 6, the second connector (DC input 702) includes input node N107 for receiving, from the PCS 900, a signal (which controls power supply potential VCC1) indicative of a control for initiating unloading of the storage device power supply 110 to PCS 900. When the ECU 300 receives the charge or discharge instruction via instruction from the first connector (AC input 220), with the first plug (power supply connector 600) connected to the first connector (AC input 220), and the second plug (DC 901 load plug) connected to the second connector (702 DC input), so instead of PCS 900, the ECU 300 instead sends a signal to input node N107 (control of power supply potential VCC2) indicative of the control to initiate the discharge.
    [00158] More preferably, as shown in fig. 6, the second connector (DC 702 input) is configured to allow the second plug (DC 901 charge plug) to be connected thereto, the second plug being provided on one end of a cable that has the other end connected to the PCS 900 The vehicle further comprises the first CAN communication unit 704. The PCS 900 includes the second CAN communication unit 905. As shown in fig. 8, when the ECU 300 receives an instruction from the control part 615, with the second plug (load plug DC 901) connected to the second connector (input DC 702) (SIM in step S15 or S27), then the ECU 300 starts the first CAN communication unit 704 to perform CAN communication.
    [00159] Preferably, as shown in fig. 6, the first connector (AC input 220) is a connector for alternating current power and the second connector (DC input 702) is a connector for direct current power.
    [00160] It should be understood that the modalities described herein are illustrative and not restrictive in any respect. The scope of the present invention is defined by the terms of the claims, rather than the description above, and is intended to include any modifications within the scope and meaning equivalent to the terms of the claims. Reference Listing100 vehicle110 energy storage device130, 135 motor generator121 converter122, 123 inverter125 air conditioner140 drive power transmission gear150 drive wheel160 motor180 motor drive device200 charger201 100V220 AC inverter input AC320 resistor circuit 340 input buffer350 node power supply370 non-volatile memory400 charging cable410: charging connector415, 615, 616 control part420 plug440, ACL1, ACL2 power line500 external AC power supply510 receptacle600 power supply connector601, 602, 603 connection604 connection circuit605 plug-in part606 power transmission part 610 output part700 electrical equipment701, 720 vehicular contact switch702 input DC704, 905 communication unit706 auxiliary battery707 charge and discharge relay709, 712, 713, 910 photocoupler710 Power plug711 signal unit721 switch811, 1011 line pair power has 812 communication line813 control communication line group814 control power supply line pair815, 1015 operation permit/prohibition signal line816, 1016: connector connection confirmation signal line817, 1017, L2 line ground 900 PCS901 load plug903 body PCS906 control unit907 power supply circuit1000 domestic installations1012 communication signal line1013 control signal line group1014 control power line pair210 charge relay211 discharge relayL1 control pilot line L3 control line connection signalN107 nodeNL1 negative power line PL1, PL2 positive power line SW10, SW30 switch
    权利要求:
    Claims (7)
    [0001]
    1. Vehicle (100) capable of providing electrical energy to the outside of the vehicle (100), characterized in that it comprises: an energy storage device (110); a first connector (220) capable of loading and unloading of electrical energy from said energy storage device (110); a second connector (702) capable of charging and discharging electrical energy from said energy storage device (110); and a control device (300) which controls the charge and discharge provided through said first connector (220), and the charge and discharge provided through said second connector (702), said control device (300) being associated in response. to a control part (615, 616) being operated to select and perform any one of the unloading of said energy storage device (110) via said first connector (220), of the loading of said energy storage device (110). ) via said first connector (220), discharging the energy storage device (110) through said second connector (702), and charging said energy storage device (110) via said second connector (702 ), said control part (615, 616) being provided to a first plug (600) connected to said first connector (220).
    [0002]
    2. Vehicle (100) according to claim 1, characterized in that: said control part (615, 616) is configured to be able to issue a load instruction or an unload instruction and an instruction of loading or unloading execution; and said control device (300) is signaled a state of said control part (615, 616) by means of said first connector (220), and when said control device (300) receives said discharge instruction and also receives said execution instruction, said control device (300) performs the unloading of said energy storage device (110) to the outside of the vehicle (100), and when said control device (300) receives the said charge instruction and also receives said execution instruction, said control device (300) allows electrical energy to be received from outside the vehicle (100) to carry out the charge of said energy storage device (110 ).
    [0003]
    3. Vehicle according to claim 2, characterized in that: when said control device (300) receives said execution instruction and said unload instruction through said first connector (220), with a second plug (901) not connected to said second connector (702), said control device (300) performs the unloading of said energy storage device (110) to the outside of the vehicle (100) through said first connector (220) ); and when said control device (300) receives said execution instruction and said discharge instruction through said first connector (220), with said second plug (901) connected to said second connector (702), said device control (300) performs the unloading of said energy storage device (110) to the exterior of the vehicle (100) through said second connector (702).
    [0004]
    4. Vehicle (100) according to claim 1, characterized in that: said second connector (702) is configured to allow a second plug (901) to be connected thereto, said second plug (901) being provided at one end of a cable having the other end connected to a power conditioning station (900); said control part (615) is configured to be able to output a first standard signal and a signal of a standard different from said first signal pattern; when said control device (300) receives said first signal pattern through said first connector (220), with said second plug (901) connected to said second connector (702), the said control device (300) allows electrical energy to be received from outside the vehicle (100) through said first connector (220) or said second connector (702) to carry out charging of said energy storage device (110); and when said control device (300) receives said signal other than said first standard signal via said first connector (220), with said second plug (901) connected to said second connector (702), said control device (300) performs the unloading of said energy storage device (110) to the outside of the vehicle (100) via said first connector (220) or said second connector (702).
    [0005]
    5. Vehicle (100) according to claim 4, characterized in that: said control part (615) is configured to be able to issue a load instruction or an unload instruction and an instruction to execute loading, or unloading; said second connector (702) includes an input node for receiving, from said power conditioning station (900), a signal indicative of a command to initiate unloading from said power device. energy storage (110) for said energy conditioning station (900); and when said control device (300) receives said charge instruction or said discharge instruction through said first connector (220), with said first plug connected to said first connector (220), and said second plug connected to said second connector (702), instead of said power conditioning station, (900) said control device (300) sends to said input node a signal indicative of said command to initiate discharge.
    [0006]
    6. Vehicle (100) according to claim 2, characterized in that: said second connector (702) is configured to allow a second plug (901) to be connected thereto, said second plug (901) being provided at one end of a cable having the other end connected to a power conditioning station (900); the vehicle (100) further comprises a first CAN communication unit (704); said power conditioning station ( 900) includes a second CAN communication unit (905); and when said control device (300) receives a control instruction from said part (615), with said second plug (901) connected to said second connector (702), said control device (300) initiates said first CAN communication unit (704) to carry out a communication.
    [0007]
    7. Vehicle (100) according to claim 1, characterized in that: said first connector (220) is a connector for alternating current power; and said second connector (702) is a connector for direct current power.
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    BRPI0822151B1|2021-11-23|VEHICLE LOADING CONTROL DEVICE
    同族专利:
    公开号 | 公开日
    WO2014147781A1|2014-09-25|
    JP6156484B2|2017-07-05|
    BR112015015896A2|2017-07-11|
    JPWO2014147781A1|2017-02-16|
    CN105247754A|2016-01-13|
    KR102016057B1|2019-08-29|
    DE112013006845T5|2015-12-03|
    CN105247754B|2018-10-30|
    KR20150105651A|2015-09-17|
    US9764643B2|2017-09-19|
    US20150375621A1|2015-12-31|
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    法律状态:
    2018-12-04| B06F| Objections, documents and/or translations needed after an examination request according [chapter 6.6 patent gazette]|
    2019-12-10| B06U| Preliminary requirement: requests with searches performed by other patent offices: procedure suspended [chapter 6.21 patent gazette]|
    2021-06-08| B09A| Decision: intention to grant [chapter 9.1 patent gazette]|
    2021-08-10| B16A| Patent or certificate of addition of invention granted [chapter 16.1 patent gazette]|Free format text: PRAZO DE VALIDADE: 20 (VINTE) ANOS CONTADOS A PARTIR DE 21/03/2013, OBSERVADAS AS CONDICOES LEGAIS. |
    优先权:
    申请号 | 申请日 | 专利标题
    PCT/JP2013/058007|WO2014147781A1|2013-03-21|2013-03-21|Vehicle|
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