WO2013121472A2 - Feed cable, power supply system and electric-powered vehicle - Google Patents

Feed cable, power supply system and electric-powered vehicle Download PDF

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Publication number
WO2013121472A2
WO2013121472A2 PCT/JP2012/004825 JP2012004825W WO2013121472A2 WO 2013121472 A2 WO2013121472 A2 WO 2013121472A2 JP 2012004825 W JP2012004825 W JP 2012004825W WO 2013121472 A2 WO2013121472 A2 WO 2013121472A2
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WO
WIPO (PCT)
Prior art keywords
electric power
power source
electric
charge
discharge
Prior art date
Application number
PCT/JP2012/004825
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French (fr)
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WO2013121472A3 (en
Inventor
Daisuke Ishii
Shigeki Kinomura
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Toyota Jidosha Kabushiki Kaisha
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Publication of WO2013121472A2 publication Critical patent/WO2013121472A2/en
Publication of WO2013121472A3 publication Critical patent/WO2013121472A3/en

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
    • B60L3/0069—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to the isolation, e.g. ground fault or leak current
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L1/00—Supplying electric power to auxiliary equipment of vehicles
    • B60L1/006—Supplying electric power to auxiliary equipment of vehicles to power outlets
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
    • B60L50/16—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with provision for separate direct mechanical propulsion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/60—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries
    • B60L50/61—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries by batteries charged by engine-driven generators, e.g. series hybrid electric vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/10—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles characterised by the energy transfer between the charging station and the vehicle
    • B60L53/14—Conductive energy transfer
    • B60L53/16—Connectors, e.g. plugs or sockets, specially adapted for charging electric vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/10—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles characterised by the energy transfer between the charging station and the vehicle
    • B60L53/14—Conductive energy transfer
    • B60L53/18—Cables specially adapted for charging electric vehicles
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    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
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    • B60L53/305—Communication interfaces
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/50—Charging stations characterised by energy-storage or power-generation means
    • B60L53/51—Photovoltaic means
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/50—Charging stations characterised by energy-storage or power-generation means
    • B60L53/53—Batteries
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/60—Monitoring or controlling charging stations
    • B60L53/65—Monitoring or controlling charging stations involving identification of vehicles or their battery types
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L55/00—Arrangements for supplying energy stored within a vehicle to a power network, i.e. vehicle-to-grid [V2G] arrangements
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2210/00—Converter types
    • B60L2210/10—DC to DC converters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2210/00—Converter types
    • B60L2210/40—DC to AC converters
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
    • Y02E60/00—Enabling technologies; Technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
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    • Y02T10/72—Electric energy management in electromobility
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
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    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
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    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y04—INFORMATION OR COMMUNICATION TECHNOLOGIES HAVING AN IMPACT ON OTHER TECHNOLOGY AREAS
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    • Y04S10/00—Systems supporting electrical power generation, transmission or distribution
    • Y04S10/12—Monitoring or controlling equipment for energy generation units, e.g. distributed energy generation [DER] or load-side generation
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Definitions

  • the present invention relates to a feed cable for use to transmit electric power from an electric power source installed in an electric-powered vehicle to a load and to transmit electric power from a supply source to the power source, and a power supply system including the feed cable.
  • Vehicles such as electric vehicles, hybrid vehicles, and fuel-cell vehicles include a motor for generating vehicle driving force and an electric power source (for example, an electricity storage device) for driving the motor.
  • an electric power source for example, an electricity storage device
  • Configurations for charging an electricity storage device installed in such a vehicle with an external power supply have been proposed so far.
  • a vehicle including a motor for generating vehicle driving force and an electricity storage device for accumulating electricity for driving the motor is called an "electric-powered vehicle.”
  • Japanese Patent Laying-Open No. 2010-110050 discloses a charge cable unit for charging a secondary battery installed in an electric vehicle.
  • the charge cable unit includes a power integration unit for integrating the amount of electric power supplied to the electric vehicle, and an indicator unit for indicating the integration result of the power integration unit.
  • the indicator unit indicates the amount of electric power used for the charge.
  • Japanese Patent Laying-Open No. 2010-110050 Japanese Patent Laying-Open No. 2011-146261 Japanese Patent Laying-Open No. 2008-252986
  • the indicator device is located at some point of the charge cable.
  • PTL 1 does not disclose a specific configuration for supplying electric power to the indicator unit.
  • the charge cable When a dedicated power line for bringing the indictor unit into operation is added to the charge cable, the charge cable may become thicker. The thicker charge cable may reduce operability for the user who uses the charge cable.
  • PTL 1 does not disclose using the cable to supply electric power from the electric-powered vehicle to a load.
  • the cable is used not only for charging the electric-powered vehicle but also for feeding power from the electric-powered vehicle, it is desirable for the user to easily recognize whether charging or feeding is being performed.
  • An object of the present invention is to provide a feed cable and a power supply system using the feed cable in which a use manner of the feed cable can be easily recognized while an increase in thickness of the feed cable is avoided.
  • a feed cable includes: a connector configured to be electrically connected to an electric power source installed in an electric-powered vehicle; a power line connected to the connector to transmit electric power from the electric power source to a load during feeding power to the load by discharge of the electric power source and to transmit electric power from a supply source to the electric power source during charge of the electric power source; a display unit for displaying that one of charge of the electric power source and discharge of the electric power source is being executed; and a power supply circuit for supplying a power supply voltage to the display unit using electric power transmitted through the power line.
  • the feed cable further includes a drive unit for allowing the display unit to distinguishably display charge and discharge of the electric power source of the electric-powered vehicle.
  • the display unit includes a charge light-emitting unit and a discharge light-emitting unit.
  • the charge light-emitting unit is turned on during charge of the electric power source of the electric-powered vehicle and turned off when charge of the electric power source of the electric-powered vehicle is not performed.
  • the discharge light-emitting unit is turned on during discharge of the electric power source of the electric-powered vehicle and turned off when discharge of the electric power source of the electric-powered vehicle is not performed.
  • the feed cable further includes an identification unit for identifying between charge and discharge of the electric power source of the electric-powered vehicle, based on a direction of electric power transmitted through the power line.
  • the drive unit drives the display unit based on an identification result of the identification unit.
  • the feed cable further includes a communication unit for receiving a signal indicating charge of the electric power source of the electric-powered vehicle or discharge of the electric power source.
  • the drive unit drives the display unit based on the signal received by the communication unit.
  • the drive unit drives the display unit in a mode indicating failure of the connector.
  • the drive unit receives a determination result by a determination unit for determining whether a command from a user indicates charge or discharge of the electric power source. If an identification result by the identification unit agrees with the determination result, the drive unit drives the display unit such that the identification result by the identification unit is displayed. If an identification result by the identification unit disagrees with the determination result of the determination unit, the drive unit drives the display unit in a mode indicating failure of the connector.
  • a power supply system includes: a feed cable; an electric-powered vehicle installed with an electric power source and configured to be connected to the feed cable; and a feed circuit for performing at least one of power supply from the electric-powered vehicle to a load and power supply from a supply source to the electric-powered vehicle through the feed cable.
  • the feed cable includes a connector configured to be electrically connected to the electric power source of the electric-powered vehicle, a power line connected to the connector to transmit electric power from the electric power source to a load during feeding power to the load by discharge of the electric power source and to transmit electric power from a supply source to the electric power source during charge of the electric power source, a display unit for displaying that one of charge of the electric power source and discharge of the electric power source is being executed, and a power supply circuit for supplying a power supply voltage to the display unit using electric power transmitted through the power line.
  • an electric-powered vehicle with an electric power source can feed power to a feed cable.
  • the feed cable includes: a connector configured to be electrically connected to the electric power source; a power line connected to the connector to transmit electric power from the electric power source to a load during feeding power to the load by discharge of the electric power source and to transmit electric power from a supply source to the electric power source during charge of the electric power source; a display unit for displaying that one of charge of the electric power source and discharge of the electric power source is being executed; and a power supply circuit for supplying a power supply voltage to the display unit using electric power transmitted through the power line.
  • a use manner of the feed cable can be easily recognized while an increase in thickness of the feed cable is avoided.
  • Fig. 1 is a configuration diagram schematically showing a power supply system according to a first embodiment of the present invention.
  • Fig. 2 is a diagram illustrating a configuration of a vehicle shown in Fig. 1.
  • Fig. 3 is a diagram showing exemplary display of an operation panel 360 shown in Fig. 1.
  • Fig. 4 is a block diagram for explaining connection between the vehicle 10 and a feed cable according to the present embodiment.
  • Fig. 5 is a diagram showing a configuration of a comparative example to the power supply system according to the present embodiment.
  • Fig. 6 is a first flowchart for explaining an operation of the power supply system according to the present embodiment.
  • Fig. 7 is a second flowchart for explaining an operation of the power supply system according to the present embodiment.
  • Fig. 1 is a configuration diagram schematically showing a power supply system according to a first embodiment of the present invention.
  • Fig. 2 is a diagram illustrating a configuration of a vehicle shown in Fig. 1.
  • Fig. 8 is a diagram showing another example of a configuration of the power supply system according to the first embodiment.
  • Fig. 9 is a diagram illustrating a detailed configuration of the vehicle shown in Fig. 8.
  • Fig. 10 is a diagram illustrating a configuration of a connector 212 shown in Fig. 8 and Fig. 9.
  • Fig. 11 is a diagram showing another example of a communication unit included in the power supply system according to an embodiment of the present invention.
  • Fig. 12 is a diagram illustrating an example of a configuration of the connector included in the power supply system according to a second embodiment.
  • Fig. 13 is a flowchart for explaining a process in the power supply system according to the second embodiment.
  • Fig. 14 is a diagram illustrating another example of a configuration of the power supply system according to the second embodiment.
  • Fig. 1 is a configuration diagram schematically showing a power supply system according to a first embodiment of the present invention.
  • the power supply system includes a vehicle 10, a charge stand 200, an HEMS (Home Energy Management System) 300, a load device 400, a power supply (hereinafter also referred to as "external power supply”) 500 external to vehicle 10, and a power switchboard 510.
  • HEMS Home Energy Management System
  • Vehicle 10 is a plug-in electric-powered vehicle that can charge a vehicle-mounted electricity storage device with external power supply 500.
  • a configuration of the electric-powered vehicle is not specifically limited as long as it can run with electric power from the vehicle-mounted electricity storage device.
  • Examples of vehicle 10 include hybrid vehicles, electric vehicles, and fuel-cell vehicles.
  • Vehicle 10 includes an electricity storage device 100, a power output device 135, an ECU (Electronic Control Unit) 130 for controlling the entire operation of vehicle 10, and a communication unit 140.
  • ECU Electronic Control Unit
  • Electricity storage device 100 is an electricity storing element configured to be rechargeable. Typically, a secondary battery such as a lithium-ion battery or a nickel metal hydride battery is employed. Alternatively, electricity storage device 100 may be configured with an electricity storing element other than a battery, such as an electric double layer capacitor.
  • Fig. 1 depicts a system configuration related to charge/discharge control of electricity storage device 100 in vehicle 10. Electricity storage device 100 is provided with a battery sensor (not shown) for detecting voltage and current of electricity storage device 100.
  • Power output device 135 generates driving force for vehicle 10 using electricity stored in electricity storage device 100. Specifically, power output device 135 generates driving force for vehicle 10 based on a drive command from ECU 130 and outputs the generated driving force to driving wheels (not shown) of vehicle 10.
  • the drive command is a control command generated based on the requested vehicle driving force or vehicle braking force during running of vehicle 10.
  • ECU 130 calculates a vehicle driving force and a vehicle braking force required for vehicle 10 as a whole, in accordance with the vehicle state of vehicle 10 and the driver's operation (the amount of depressing the accelerator pedal, the position of the shift lever, the amount of depressing the brake pedal, etc.). Then, ECU 130 generates a drive command for power output device 135 for implementing the requested vehicle driving force or vehicle braking force.
  • Power output device 135 receives an electricity generation command from ECU 130 to generate electricity to be supplied to load device 400 external to the vehicle, and outputs the generated electricity.
  • the electricity generation command is a control command for giving an instruction to generate electricity to be supplied to load device 400 in a discharge operation described later.
  • power output device 135 includes a PCU (Power Control Unit) 150, motor generators 160, 165, a power transmission gear 175, an engine 170, and a driving wheel 172.
  • PCU Power Control Unit
  • PCU 150 is connected to electricity storage device 100.
  • Electricity storage device 100 supplies electricity for generating the driving force for vehicle 10 to PCU 150.
  • Electricity storage device 100 stores electricity generated by motor generators 160, 165.
  • PCU 150 includes a converter 152, inverters 154, 156, and capacitors C1, C2.
  • Converter 152 performs voltage conversion between power lines PL1 and NL1 and power lines PL2 and NL1 based on a control signal PWC from ECU 130.
  • Inverters 154, 156 are connected in parallel with power lines PL2 and NL1. Inverters 154, 156 convert DC power supplied from converter 152 into AC power based on control signals PMI1, PMI2 from ECU 130 to drive motor generators 160, 165, respectively.
  • Capacitor C1 is provided between power lines PL1 and NL1 to decrease voltage fluctuations between power lines PL1 and NL1.
  • Motor generators 160, 165 are AC rotating electric machines, for example, permanent magnet-type synchronous motors including rotors having permanent magnets embedded therein.
  • Output torque from motor generators 160, 165 is transmitted to driving wheel 172 to drive vehicle 10 through power transmission gear 175 including a speed reducer and a power split mechanism.
  • motor generators 160, 165 can generate electricity with rotating force of driving wheel 172. Then, the generated electricity is converted into electric power for charging electricity storage device 100 with PCU 150.
  • Motor generators 160, 165 are also coupled to engine 170 through power transmission mechanism 175. Then, ECU 130 brings motor generators 160, 165 and engine 170 into cooperative operation to generate the required vehicle driving force. Furthermore, motor generators 160, 165 can generate electricity with rotation of engine 170 and can charge electricity storage device 100 using the generated electricity.
  • motor generator 165 is mainly used as a motor for driving the driving wheel 172, and motor generator 160 is mainly used as a generator driven by engine 170.
  • Fig. 2 illustrates the configuration having two motor generators.
  • the number of motor generators is not limited thereto, and the configuration may include one motor generator or two or more generators.
  • Vehicle 10 further includes an inlet 112 provided at the body of vehicle 10 as a structure for charging electricity storage device 100 with electricity from external power supply 500.
  • External power supply 500 is typically a single-phase AC commercial power supply. Electricity from an external power supply may be supplied by electricity generated by a solar cell panel installed on the roof of housing, in place of or in addition to the commercial power supply.
  • a connector 212 of a feed cable 214 is connected to inlet 112. Then, electricity from external power supply 500 is transmitted to vehicle 10 through feed cable 214.
  • a relay 116 inserted and connected to power lines PL3 and NL3 is provided between inlet 112 and electricity storage device 100.
  • Relay 116 is turned on/off in response to a relay control signal SE1 from ECU 130.
  • relay 116 is turned on (closed) in response to relay control signal SE1 indicative of a close command from ECU 130, and is turned off (opened) in response to relay control signal SE1 indicative of an open command from ECU 130.
  • Relay 116 is used as a typical example of an open/close device that can cut off an electric path of electricity storage device 100. In other words, an open/close device in any form can be employed in place of relay 116.
  • ECU 130 controls relay 116 and the like based on a pilot signal received from a communication unit (not shown) for switching between supply and cut-off of electricity from external power supply 500 during charging of electricity storage device 100 with external power supply 500.
  • Vehicle 10 supplies load device 400 (Fig. 1) external to the vehicle with DC power from electricity storage device 100 or DC power generated by motor generators 160, 165 and converted in PCU 150.
  • vehicle 10 is configured to be able to charge electricity storage device 100 with external power supply 500 and to supply electricity from the electric power source of vehicle 10 to load device 400 external to the vehicle.
  • the charging of electricity storage device 100 with external power supply 500 is also referred to as “charging operation”
  • the supply of discharged electricity from electricity storage device 100 and/or electricity generated by power output device 135 (motor generator 160) is also referred to as “discharging operation.”
  • feed cable 214 can be used both in the charging operation and in the discharging operation.
  • Connector 212 of feed cable 214 can be connected to inlet 212 of vehicle 10.
  • Connector 212 is electrically connected to the electric power source of vehicle 10 through inlet 112.
  • electricity storage device 100 and/or the generated electricity from power output device 135 (motor generator 160) is transmitted to load device 40 through feed cable 214.
  • electricity storage device 100 and/or power output device 135 (motor generator 160) correspond to the "electric power source" for generating supply power to the outside of the vehicle.
  • ECU 130 includes a CPU (Central Processing Unit), a memory, and an input/output buffer, although not shown in Fig. 1 and Fig. 2, for inputting signals from sensors and outputting a control signal to each equipment and for controlling vehicle 10 and each equipment.
  • the control is not limited to processing by software but may be processed by dedicated hardware (electronic circuit).
  • ECU 130 calculates an SOC (State of Charge) of electricity storage device 100 based on voltage and current of electricity storage device 100 that are output from a not-shown battery sensor.
  • the SOC denotes a proportion (0 to 100%) of the remaining capacity at present to the full charge capacity.
  • the SOC of electricity storage device 100 can be calculated using any known technique, and a description thereof is not repeated here.
  • ECU 130 communicates by wire or by radio with communication units 240 and 350 provided in charge stand 200 and HEMS 300, respectively, external to the vehicle. Then, ECU 130 stores information sent from communication unit 240 of charge stand 200 and communication unit 350 of HEMS 300 into a memory 145.
  • HLC High Level Communication
  • communication units 140, 240, 350 are configured with HLC units.
  • HLC is Bi-directional digital communication between the vehicle and the HEMS.
  • the HLC units communicate with each other by wire.
  • communication unit 140 and communication unit 240 transmit information through a signal line for transmitting a pilot signal CPLT.
  • charge stand 200 include feed cable 214 and a relay 210 for performing the charging operation and the discharging operation as described above.
  • Charge stand 200 further includes a controller 230 and communication unit 240.
  • Charge stand 200 is electrically connected to power switchboard 510 installed in a building such as home 600 through a feed line 216.
  • feed cable 214 is connected to relay 210, and the other end thereof has connector 212.
  • Feed cable 214 may be detached from charge stand 200.
  • connector 212 of feed cable 214 is connected to inlet 112 of vehicle 10, and relay 210 is closed.
  • the opening/closing operation of relay 210 is controlled by controller 230.
  • HEMS 300 is installed inside or outside home 600.
  • HEMS 300 implements a power feed circuit that performs at least one of power supply from vehicle 10 to load device 400 and power supply from the supply source to vehicle 10 through feed cable 214.
  • HEMS 300 is electrically connected to power switchboard 510 and charge stand 200.
  • HEMS 300 includes a DC/DC converter 310, a bidirectional PCS (Power Conditioning System), a storage battery 330, a CPU 340, communication unit 350, and an operation panel 360.
  • DC/DC converter 310 is connected to solar cell panel 416.
  • DC/DC converter 310 converts a DC voltage value of electric power generated by solar cell panel 416 into a proper value.
  • DC/DC converter 310 is controlled by CPU 340.
  • PCS 320 converts AC power supplied from external power supply 500 through power switchboard 510 and feed line 216 into DC power.
  • PCS 320 converts DC power supplied from at least one of DC/DC converter 310, storage battery 330 and electricity storage device 100 into AC power, which is output to power switchboard 510.
  • Storage battery 330 is a rechargeable, electricity storing element.
  • a secondary battery such as a lithium-ion battery, a nickel metal hydride battery, or a lead-acid battery is typically employed.
  • Storage battery 330 can be supplied with electricity from vehicle 10 and, in addition, electricity generated by solar cell panel 416 installed at home 600.
  • storage battery 330 is supplied with electricity from external power supply 500. For example, electricity during midnight when electricity rate is cheaper than a daytime rate is supplied to storage battery 330.
  • PCS 320 converts AC power supplied from external power supply 500 into electric power for charging storage battery 330.
  • Operation panel 360 is operated by the user of the power supply system. Operation panel 360 is configured such that the start/stop of the charging operation and the start/stop of the discharging operation can be selected.
  • CPU 340 When the user selects to start the charging operation through operation panel 360, CPU 340 generates a charge request.
  • CPU 340 When the user selects to stop the charging operation through operation panel 360, CPU 340 generates a charge end request.
  • CPU 340 For the start/stop of the discharging operation, CPU 340 generates a discharge request or a discharge end request in accordance with the user's operation on operation panel 360.
  • the user of the power supply system may not be the same as the driver of vehicle 10.
  • CPU 340 implements a determination unit for determining whether a command from the user is power feed from the electric power source of vehicle 10 to load device 400 (discharging operation) or power supply to the electric power source of the vehicle (charging operation).
  • Each of the charge request, the charge end request, the discharge request, and the discharge end request is transmitted from CPU 340 to controller 230 through communication units 350, 240 and is transmitted to ECU 130 trough communication units 350, 240, 140.
  • Controller 230 and ECU 130 execute the charging operation in response to the charge request and executes the discharging operation in response to the discharge request.
  • Load device 400 is any electric equipment that operates with electricity received from external power supply 500 through power switchboard 510.
  • Load device 400 may be, for example, home 600 or individual electric appliance.
  • load device 400 may be a vehicle other than vehicle 10.
  • Fig. 3 is a diagram showing exemplary display of operation panel 360 shown in Fig. 1.
  • operation panel 360 includes a touch panel 361.
  • Touch panel 361 serves both functions as a display for displaying information and as an operation unit for accepting the user's operation.
  • Touch panel 361 displays a charge select switch 362 and an electricity generation select switch 364.
  • charge select switch 362 When the user touches charge select switch 362 once, to start charge (charge ON) is selected.
  • charge select switch 362 while to start charge When the user touches charge select switch 362 while to start charge is being selected, to stop charge (charge OFF) is selected.
  • electricity generation select switch 364 once, to start discharge from vehicle 10 (electricity generation ON) is selected.
  • Touch panel 361 may display, for example, the amount of generated electric power, the amount of power consumption, and various information such as monthly electricity bills.
  • Operation panel 360 is shown as a typical example of the operation unit for allowing the user to select the charging operation or the discharging operation, and such an operation unit is not limited to the operation panel.
  • Fig. 4 is a block diagram for explaining connection between vehicle 10 and the feed cable according to the present embodiment.
  • a description of the overlapping elements denoted with the same reference numerals as those in Figs. 1 and 2 will not be repeated.
  • an HLC unit 240A as a communication unit outputs pilot signal CPLT to ECU 130 through connector 212 and inlet 112.
  • This pilot signal CPLT is a signal for giving notification of the rated current of feed cable 214 from HLC unit 240A to ECU 130.
  • Pilot signal CPLT is also used as a signal for remotely operating a CCID relay (not shown) inserted to a power line in feed cable 214 from ECU 130.
  • HLC unit 240A controls the CCID relay according to a potential change of pilot signal CPLT.
  • connection signal PISW connection signal
  • HLC unit 240A outputs a non-oscillating signal when the potential of pilot signal CPLT is a defined potential (for example, 12 V). HLC unit 240A outputs a signal controlled by HLC unit 240A to oscillate at a defined frequency (for example, 1 kHz) and duty cycle when the potential of pilot signal CPLT is decreased (for example, 9 V) from the defined potential.
  • a defined potential for example, 12 V
  • HLC unit 240A outputs a signal controlled by HLC unit 240A to oscillate at a defined frequency (for example, 1 kHz) and duty cycle when the potential of pilot signal CPLT is decreased (for example, 9 V) from the defined potential.
  • pilot signal CPLT is controlled by ECU 130.
  • the duty cycle is set based on the rated current that can be supplied from external power supply 500 to vehicle 10 through feed cable 214.
  • the pulse width of pilot signal CPLT is set based on the rated current that can be supplied from external power supply 500 to vehicle 10 through feed cable 214.
  • notification of the rated current is given from HLC unit 240A to ECU 130 of vehicle 10 using pilot signal CPLT.
  • ECU 130 can detect the rated current that can be supplied to vehicle 10 through feed cable 214, based on the duty of pilot signal CPLT received through a control pilot line L1.
  • HLC unit 240A closes the contact point of the CCID relay to render it conductive.
  • Connector 212 includes a connection sensor circuit including resistors R20, R25 and a switch SW10. Resistors R20 and R25 are connected in series between a connection signal line L3 and a ground line L2. Switch SW10 is connected in parallel with resistor R25.
  • Switch SW10 is, for example, a limit switch and has its contact point closed in a state in which connector 212 is securely fitted in inlet 112. If connector 212 is detached from inlet 112 and if the fitting between connector 212 and inlet 112 is not secured, the contact point of switch SW10 is opened. Switch SW10 has its contact point opened also when the user operates an operation unit 213 provided in connector 212 to remove connector 212 from inlet 112.
  • connection signal PISW connection signal line L3
  • a voltage signal corresponding to a combined resistance of combination of resistors R15, R20, R25 is produced at connection signal line L3, in accordance with the fitted state and the operation state of operation unit 213.
  • ECU 130 can determine the connected state and the fitted state of connector 212 by detecting the potential at connection signal line L3 (that is, the potential of connection signal PISW).
  • ECU 130 further includes a CPU 180, a resistor circuit 182, and an input buffer 184, in addition to power supply node 186 and pull-up resistor R10 as described above.
  • Resistor circuit 182 is connected between a vehicle ground 188 and control pilot lint L1 through which pilot signal CPLT is communicated. Resistor circuit 182 is a circuit for operating the potential of pilot signal CPLT from the vehicle 10 side in accordance with a control signal from CPU 180.
  • Input buffer 184 receives connection signal PISW from connection signal line L3 connected to the connection sensor circuit of connector 212 and outputs the received connection signal PISW to CPU 180. As described above, voltage is applied to connection signal line L3 from ECU 130, and the potential of connection signal PISW is changed by connection of connector 212 to inlet 112. CPU 180 detects the connected state and the fitted state of connector 212 by detecting the potential of connection signal PISW.
  • CPU 180 also detects the rated current of feed cable 214 by detecting the oscillation state and the duty cycle of pilot signal CPLT.
  • CPU 180 operates the potential of pilot signal CPLT by controlling resistor circuit 182 based on the potential of connection signal PISW and the oscillation state of pilot signal CPLT. Accordingly, CPU 180 can remotely operate the CCID relay.
  • HLC units 140A, 240A superimpose a signal having a frequency higher than the frequency of pilot signal CPLT on pilot signal CPLT.
  • information is transmitted between HLC unit 240A and HLC unit 140A.
  • HLC unit 240A transmits the charge request, the charge end request, the discharge request, and the discharge end request to HLC unit 140A.
  • HLC unit 140A transmits various information, for example, information indicative of the SOC at present of electricity storage device 100, the charge end request and the discharge end request from ECU 130, etc. to HLC unit 240A.
  • CPU 180 when CPU 180 receives the charge request through HLC units 350A, 240A, 140A, CPU 180 executes charging of electricity storage device 100. Specifically, when the contact point of the CCID relay is closed, CPU 180 outputs relay control signal SE1 (close command) to close the contact point of relay 116.
  • CPU 180 opens the contact point of relay 116 to stop the charging operation.
  • CPU 180 sends information indicative of completion of charging of electricity storage device 100, as the charge end request. This information is sent to HEMS 300 (CPU 340) through HLC units 140A, 240A, 350A.
  • HEMS 300 CPU 340
  • the charge end request is issued from HEMS 300 (CPU 340)
  • the charge end request is sent from CPU 340 to CPU 180 through HLC units 350A, 340A, 140A.
  • CPU 180 opens the contact point of relay 116 to stop the charging operation.
  • CPU 180 executes the discharging operation. Specifically, when the contact point of the CCID relay is closed, CPU 180 outputs relay control signal SE1 (close command) to close the contact point of relay 116.
  • relay control signal SE1 close command
  • electricity from electricity storage device 100 is supplied to the outside of the vehicle.
  • engine 170 is driven and motor generator 160 generates electricity. The generated electricity is supplied to load device 400.
  • the discharge end request is issued from HEMS 300 (CPU 340)
  • the discharge end request is sent from CPU 340 to CPU 180 through HLC units 350A, 240A, 140A.
  • CPU 180 opens the contact point of relay 116 to stop the discharging operation.
  • SOC of electricity storage device 100 is decreased to a prescribed charge state
  • level of fuel for bringing engine 170 into operation is decreased to a prescribed level
  • CPU 180 sends information indicative of the end of discharge as the discharge end request. This information is sent from CPU 180 to HEMS 300 (CPU 340) through HLC units 140A, 240A, 340A.
  • CPU 180 opens the contact point of relay 116 to stop the discharging operation.
  • Connector 212 is connected to DC power lines, namely, a positive-side line 214A and a negative-side line 214B.
  • Connector 212 further includes a ZCT (Zero-phase-sequence Current Transformer) 221, a DC/DC converter 222, an indicator 223, and a driver 224.
  • Indicator 223 includes a charge indicator 225 and a discharge indicator 226. Indicator 223 is exposed on the outer surface of connector 212.
  • ZCT 221 is an identification unit for identifying between power supply to the electric power source of vehicle 10 and power supply from the electric power source, based on a direction of electric power transmitted through positive-side line 214A and negative-side line 214B.
  • current flows through positive-side line 214A in a direction from charge stand 200 to vehicle 10.
  • Current flows through negative-side line 214B of feed cable 214 in a direction from vehicle 10 to charge stand 200.
  • current flows through positive-side line 214A in a direction from vehicle 10 to charge stand 200, and current flows through negative-side line 214B in a direction from charge stand to vehicle 10.
  • ZCT 221 detects the direction of current flowing through feed cable 214 and outputs a signal indicative of the detected direction.
  • DC/DC converter 222 is connected between positive-side line 214A and negative-side line 214B to convert DC voltage between positive-side line 214A and negative-side line 214B into a power supply voltage (DC voltage) for operation of indicator 223 and driver 224.
  • DC/DC converter 222 is connected to positive-side line 214A and negative-side line 214B through pins of connector 212.
  • DC/DC converter 222 may be connected to positive-side line 214A and negative-side line 214B in the inside of connector 212.
  • Indicator 223 is driven by driver 224.
  • driver 224 turns on charge indicator 225.
  • driver 224 turns on discharge indicator 226.
  • Charge indicator 225 and discharge indicator 226 are each configured, for example, with a lighting circuit such as an LED.
  • Driver 224 can detect which of the charging operation and the discharging operation is being executed, based on the direction of current detected by ZCT 221. In the configuration shown in Fig. 4, it is not always necessary for driver 224 to receive the charge request and the discharge request for identifying between the charging operation and the discharging operation. Therefore, a communication line that connects HLC unit 240A with driver 224 is not provided.
  • indicator 223 and driver 224 are located at some point in a feed cable 314.
  • This configuration requires a power supply line 214C for supplying a power supply voltage to indicator 223 and driver 224 and a signal line 214D for connecting indicator 223 with driver 224.
  • Power supply line 214C is drawn out, for example, from charge stand 200.
  • Signal line 214D transmits a signal for turning on and off each of charge indicator 225 and discharge indicator 226 from driver 224 to indicator 223.
  • driver 224 it is further necessary for driver 224 to distinguish between the charging operation and the discharging operation in order that driver 224 can distinguishably turn on charge indicator 225 and discharge indicator 226.
  • a signal line 214E for connecting HLC 240A and driver 224 is provided in place of the identification unit (ZCT).
  • Signal line 214E transmits a signal for distinguishing between the charging operation and the discharging operation from HLC unit 240A to driver 224.
  • feed cable 314 includes dedicated lines (power supply line 214C and signal lines 214D, 214E) for indicator 223, in addition to positive-side line 214A and negative-side line 214B.
  • the thickness of the feed cable is increased (the diameter of the feed cable is increased) because the dedicated lines for indicator 223 should be included in feed cable 214.
  • the increase in thickness of the charge cable may reduce the operability for the user who uses the feed cable.
  • indicator 223 for indicating charge and discharge is provided in connector 212. Accordingly, the dedicated lines for indicator 223 become unnecessary in feed cable 214. As a result, an increase in diameter of feed cable 214 can be prevented. Therefore, according to the present embodiment, the operability for the user using feed cable 214 is not reduced.
  • Indicator 223 emits light during the charging operation and the discharging operation. Accordingly, the user of feed cable 214 can easily recognize the location of connector 212 even when the brightness surrounding vehicle 10 reduces.
  • Fig. 6 is a first flowchart for explaining an operation of the power supply system according to an embodiment of the present invention.
  • Fig. 7 is a second flowchart for explaining an operation of the power supply system according to an embodiment of the present invention. The process shown in Fig. 6 and Fig. 7 is repeatedly executed, for example, in a prescribed cycle.
  • step S11 ECU 130 and controller 230 determine whether a charge request is made.
  • Charge select switch 362 of operation panel 360 is operated to cause CPU 340 to issue a charge request.
  • Controller 230 receives the charge request through communication units 350, 240 (HLC units 350A, 240A).
  • ECU 130 receives the charge request through communication units 350, 240, 140 (HLC units 350A, 240A, 140A). In this case (YES in step S11), the process proceeds to step S12. On the other hand, if a charge request is not made (NO in step S11), the process proceeds to step S21.
  • step S12 a charging operation is started.
  • the direction of current flowing through feed cable 214 is detected by ZCT 221.
  • driver 224 turns on charge indictor 225 based on the detection result of ZCT 221.
  • step S14 the charging process is continued.
  • step S15 ECU 130 and controller 230 determine whether a charge end request from HEMS 300 (CPU 340) is made. If ECU 130 and controller 230 do not receive a charge end request (NO in step S15), the process proceeds to step S16.
  • step S16 CPU 340 determines whether a charge end request from ECU 130 is made. If CPU 340 does not receive a charge end request (NO in step S16), the process proceeds to step S17.
  • the charge end request from ECU 130 is information indicating that charging of electricity storage device 100 is completed.
  • step S17 ECU 130 determines whether connector 212 is removed from inlet 112 of vehicle 10. Specifically, ECU 130 determines whether connector 212 is removed from inlet 112 by detecting the potential of connection signal PISW. If connector 212 is not removed from inlet 112 (NO in step S17), the process returns to step S14. That is, the charging of electricity storage device 100 is continued when neither HEMS 300 nor vehicle 10 issues a charge end request and when connector 212 is not removed from inlet 112.
  • step S15 if vehicle 10 (ECU 130) receives a charge end request from HEMS 300 (CPU 340) (YES in step S15), the process proceeds to step S18.
  • HEMS 300 (CPU 340) receives a charge end request from vehicle 10 (ECU 130) (YES in step S16)
  • step S18 Even when a charge request is not issued, if connector 212 is removed from inlet 112 (YES in step S17), the process proceeds to step S18.
  • step S18 ECU 130 stops the charging operation.
  • step S19 charge indicator 225 turns off.
  • steps S21 to S29 is similar to the process in steps S11 to S19, except that the charging operation is replaced by the discharging operation.
  • step S21 ECU 130 and controller 230 determine whether a discharge request is made. Electricity generation select switch 364 of operation panel 360 is operated to cause CPU 340 to issue a discharge request. In this case (YES in step S21), the process proceeds to step S22. On the other hand, if neither a charge request nor a discharge request is made from HEMS 300 (NO in step S21), the entire process ends.
  • step S22 a discharging operation is started.
  • the direction of current flowing through feed cable 214 is detected by ZCT 221.
  • driver 224 turns on discharge indicator 226 based on the detection result of ZCT 221.
  • step S24 the discharging operation is continued.
  • step S25 ECU 130 and controller 230 determine whether a discharge end request from HEMS 300 (CPU 340) is made. If ECU 130 and controller 230 do not receive a discharge end request (NO in step S25), the process proceeds to step S26.
  • step S26 CPU 340 determines whether a discharge end request from ECU 130 is made. If CPU 340 does not receive a discharge end request (NO in step S26), the process proceeds to step S27.
  • the discharge end request from ECU 130 is, for example, information indicating that the SOC of electricity storage device 100 is decreased to a prescribed value.
  • step S27 ECU 130 determines whether connector 212 is removed from inlet 112 of vehicle 10. If connector 212 is not removed from inlet 112 (NO in step S17), the process returns to step S24.
  • step S25 if vehicle 10 (ECU 130) receives a discharge end request from HEMS 300 (CPU 340) (YES in step S25), or if HEMS 300 (CPU 340) receives a discharge end request from vehicle 10 (ECU 130) (YES in step S26), the process proceeds to step S28. If connector 212 is removed from inlet 112 (YES in step S27), the process also proceeds to step S28. In step S28, ECU 130 stops the discharging operation. In step S29, discharge indicator 226 turns off.
  • Fig. 8 is a diagram showing another example of a configuration of the power supply system according to the first embodiment.
  • vehicle 10 includes a bi-directional charger 110.
  • the configuration of the vehicle shown in Fig. 8 is different from the configuration shown in Fig. 1.
  • Fig. 9 is a diagram illustrating a detailed configuration of the vehicle shown in Fig. 8.
  • bi-directional charger 110 mutually converts AC power and DC power.
  • bi-directional charger 110 converts AC power supplied to vehicle 10 into DC power and supplies the DC power to electricity storage device 100.
  • bi-directional charger 110 converts DC power supplied from electricity storage device 100 or power output device 135 into AC power and supplies the AC power to HEMS 300.
  • ECU 130 controls bi-directional charger 110 in addition to relay 116.
  • ECU 130 generates a control signal PWD1 for controlling bi-directional charger 110 and controls bi-directional charger 110 using control signal PWD1.
  • HEMS 300 is different from the configuration shown in Fig. 1 as to the following points. Namely, an AC/DC converter 370 is added. During the charging operation, AC/DC converter 370 converts DC power supplied from bi-directional PCS 320 into AC power and supplies the AC power to vehicle 10. During the discharging operation, AC/DC converter 370 converts AC power supplied from vehicle 10 into DC power. The DC power is supplied to bi-directional PCS 320 and storage battery 330. In the configuration shown in Fig. 8, a PCS 410 is provided for converting DC power output by solar cell panel 416 into AC power. However, solar cell panel 416 may be connected to DC/DC converter 310 in a similar manner as in the configuration shown in Fig. 1.
  • Fig. 10 is a diagram illustrating a configuration of connector 212 shown in Fig. 8 and Fig. 9.
  • connector 212 has an AC current sensor 221A in place of ZCT 221.
  • AC current sensor 221A is, for example, a current sensor including a Hall element.
  • AC current sensor 221A is provided in power lines ACL1, ACL2 to detect the direction of current flowing through power lines ACL1, ACL2.
  • the direction of current flowing through power lines ACL1, ACL2 can be detected using a technique for detecting power running current and regenerative current of an AC motor.
  • connector 212 has an AC/DC converter 222A in place of DC/DC converter 222.
  • AC/DC converter 222A converts AC power transmitted through power lines ACL1, ACL2 into DC power and supplies the DC power to indicator 223 and driver 224.
  • FIG. 11 is a diagram showing another example of a communication unit included in the power supply system according to an embodiment of the present invention.
  • PLC Power Line Communication
  • PLC units 350B, 240B, 140B are included in the power supply system according to the embodiment of the present invention.
  • PLC units 350B, 240B, 140B are connected to power lines ACL1, ACL2 to mutually transmit information through power lines ACL1, ACL2.
  • the HLC units and the PLC units are devices for communication by wire. However, communication units 350, 240, 140 shown in Fig. 1 may perform communication by radio.
  • indicator 223 and driver 224 are provided in connector 212. Accordingly, a dedicated power supply line for bringing indicator 223 into operation does not have to be added to the feed cable. Therefore, an increase in thickness of the feed cable can be avoided.
  • ZCT 221 or AC current sensor 221A is provided as an identification unit for identifying between the charging operation and the discharging operation.
  • Driver 224 drives indicator 223 (charge indicator 225 and discharge indicator 226) based on the identification result by the identification unit. Accordingly, the use manner of the feed cable can be easily recognized.
  • the configuration of the power supply system according to a second embodiment is the same as the configuration shown in Fig. 1. According to the second embodiment, if an error occurs in identification between the charging operation and the discharging operation by the connector, the indicator indicates the error, that is, failure of the connector.
  • Fig. 12 is a diagram illustrating an example of a configuration of the connector included in the power supply system according to a second embodiment.
  • connector 212 includes ZCTs 221, 227 as identification units. That is, the configuration of the connector shown in Fig. 12 differs from the configuration shown in Fig. 4 in that ZCT 227 is added.
  • AC current sensor 221A shown in Fig. 10 and an additional AC current sensor may be provided in connector 212.
  • Driver 224 receives an output signal from each of ZCTs 221, 227. Each output signal represents the identification result by the corresponding ZCT.
  • driver 224 drives indicator 223 in accordance with the identification result (charge or discharge). Therefore, charge indicator 225 or discharge indicator 226 turns on in a similar manner as in the first embodiment.
  • driver 224 drives indicator 223 in a mode indicating failure of connector 212. In one manner of display, driver 224 causes charge indicator 225 and discharge indicator 226 to blink simultaneously.
  • Fig. 13 is a flowchart for explaining a process in the power supply system according to the second embodiment.
  • the process in steps S31 to S34 is added.
  • the process in other steps is the same as the process in the corresponding steps in the flowcharts shown in Fig. 6 and Fig. 7.
  • step S11 it is determined that a charge request is made from HEMS 300.
  • charging of electricity storage device 100 is started in step S12.
  • step S31 driver 224 receives the output signal from each of ZCTs 221, 227 to detect whether their identification results are normal. If the identification result by ZCT 221 and the identification result by ZCT 227 both indicate charging of electricity storage device 100 (YES in step S31), the process proceeds to step S13.
  • Driver 224 turns on charge indicator 225. Thereafter, the process proceeds to step S14.
  • the process following step S14 is the same as the process shown in Fig. 6.
  • step S31 If the identification result by ZCT 221 does not agree with the identification result by ZCT 227 (NO in step S31), the process proceeds to step S32. In this case, driver 224 causes charge indicator 225 and discharge indicator 226 to blink simultaneously. Thereafter, the process returns to step S31.
  • step S22 discharging of electricity storage device 100 is started.
  • step S33 driver 224 receives the output signal from each of ZCTs 221, 227 to detect whether their identification results are normal. If the identification result by ZCT 221 and the identification result by ZCT 227 both indicate discharging of electricity storage device 100 (YES in step S33), the process proceeds to step S23. Driver 224 turns on discharge indicator 226. Thereafter, the process proceeds to step S24.
  • the process following step S24 is the same as the process shown in Fig. 7.
  • step S33 If the identification result by ZCT 221 does not agree with the identification result by ZCT 227 (NO in step S33), the process proceeds to step S33.
  • Driver 224 causes charge indicator 225 and discharge indicator 226 to blink simultaneously. Thereafter, the process returns to step S32.
  • step S31 or step S33 even when the identification results by ZCTs 221 and 227 do not agree, it may be possible that the power line has no error per se.
  • the process may proceed to step S13 after step S32.
  • the process may proceed to step S23 after step S34.
  • two identification circuits are provided inside connector 212.
  • the configuration of the power supply system according to the second embodiment is not limited to this manner.
  • Fig. 14 is a diagram illustrating another example of a configuration of the power supply system according to the second embodiment.
  • a radio unit 250 is provided in charge stand 200. Radio unit 250 performs communication by radio with driver 224. Therefore, driver 224 is configured to be capable of radio communication. Radio unit 250 additionally performs communication by wire with HLC unit 240A.
  • Radio unit 250 sends a charge request and a discharge request to driver 224.
  • the charge request and the discharge request are sent from CPU 340 to radio unit 250 through HLC units 350A, 240A.
  • Driver 224 detects whether the identification result indicated by the output signal from ZCT 221 matches the charge request or the discharge request received from radio unit 250. This process corresponds to the process in step S31 or step S33 shown in Fig. 13.
  • the internal configuration of connector 212 can be simplified as compared with the configuration shown in Fig. 12.
  • the user can be notified of failure of connector 212.
  • driver 224 turns on the corresponding indicator, of charge indicator 225 and the discharge indicator 226, based on the charge request or the discharge request received from radio unit 250.
  • This process corresponds to the process in step S13 shown in Fig. 6 or the process in step S23 shown in Fig. 7.
  • Driver 224 also turns off the corresponding indicator, of charge indicator 225 and discharge indicator 226, based on the charge end request or the discharge end request received from radio unit 250.
  • This process corresponds to the process in step S19 shown in Fig. 6 or the process in step S29 shown in Fig. 7.

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Abstract

A feed cable and a power supply system using the feed cable are provided in which a use manner of the cable can be easily recognized while an increase in thickness of the feed cable is avoided. A feed cable (214) includes a connector (212), a positive-side line (214A) and a negative-side line (214B), and a ZCT (221). The ZCT (221) identifies between power supply to an electric power source of a vehicle 10 and power supply from the electric power source, based on a direction of electric power transmitted through a power line. The connector (212) includes an indicator (223) for displaying that one of power supply to the electric power source and power supply from the electric power source is being executed, a driver (224) for driving the indicator (223) such that an identification result by the ZCT (221) is displayed, and a DC/DC converter (222) for supplying a power supply voltage to the indicator (223) and the driver (224) using electric power transmitted through the power line.

Description

FEED CABLE, POWER SUPPLY SYSTEM AND ELECTRIC-POWERED VEHICLE
The present invention relates to a feed cable for use to transmit electric power from an electric power source installed in an electric-powered vehicle to a load and to transmit electric power from a supply source to the power source, and a power supply system including the feed cable.
Vehicles such as electric vehicles, hybrid vehicles, and fuel-cell vehicles include a motor for generating vehicle driving force and an electric power source (for example, an electricity storage device) for driving the motor. Configurations for charging an electricity storage device installed in such a vehicle with an external power supply have been proposed so far. In the present description, a vehicle including a motor for generating vehicle driving force and an electricity storage device for accumulating electricity for driving the motor is called an "electric-powered vehicle."
For example, Japanese Patent Laying-Open No. 2010-110050 (PTL 1) discloses a charge cable unit for charging a secondary battery installed in an electric vehicle. The charge cable unit includes a power integration unit for integrating the amount of electric power supplied to the electric vehicle, and an indicator unit for indicating the integration result of the power integration unit. During charge of the electric vehicle, the indicator unit indicates the amount of electric power used for the charge.
Japanese Patent Laying-Open No. 2010-110050 Japanese Patent Laying-Open No. 2011-146261 Japanese Patent Laying-Open No. 2008-252986
According to Japanese Patent Laying-Open No. 2010-110050 (PTL 1), the indicator device is located at some point of the charge cable. However, PTL 1 does not disclose a specific configuration for supplying electric power to the indicator unit.
When a dedicated power line for bringing the indictor unit into operation is added to the charge cable, the charge cable may become thicker. The thicker charge cable may reduce operability for the user who uses the charge cable.
Moreover, PTL 1 does not disclose using the cable to supply electric power from the electric-powered vehicle to a load. When the cable is used not only for charging the electric-powered vehicle but also for feeding power from the electric-powered vehicle, it is desirable for the user to easily recognize whether charging or feeding is being performed.
An object of the present invention is to provide a feed cable and a power supply system using the feed cable in which a use manner of the feed cable can be easily recognized while an increase in thickness of the feed cable is avoided.
According to an aspect of the present invention, a feed cable includes: a connector configured to be electrically connected to an electric power source installed in an electric-powered vehicle; a power line connected to the connector to transmit electric power from the electric power source to a load during feeding power to the load by discharge of the electric power source and to transmit electric power from a supply source to the electric power source during charge of the electric power source; a display unit for displaying that one of charge of the electric power source and discharge of the electric power source is being executed; and a power supply circuit for supplying a power supply voltage to the display unit using electric power transmitted through the power line.
Preferably, the feed cable further includes a drive unit for allowing the display unit to distinguishably display charge and discharge of the electric power source of the electric-powered vehicle.
Preferably, the display unit includes a charge light-emitting unit and a discharge light-emitting unit.
Preferably, the charge light-emitting unit is turned on during charge of the electric power source of the electric-powered vehicle and turned off when charge of the electric power source of the electric-powered vehicle is not performed. The discharge light-emitting unit is turned on during discharge of the electric power source of the electric-powered vehicle and turned off when discharge of the electric power source of the electric-powered vehicle is not performed.
Preferably, the feed cable further includes an identification unit for identifying between charge and discharge of the electric power source of the electric-powered vehicle, based on a direction of electric power transmitted through the power line. The drive unit drives the display unit based on an identification result of the identification unit.
Preferably, the feed cable further includes a communication unit for receiving a signal indicating charge of the electric power source of the electric-powered vehicle or discharge of the electric power source. The drive unit drives the display unit based on the signal received by the communication unit.
Preferably, at a time of failure of the connector, the drive unit drives the display unit in a mode indicating failure of the connector.
Preferably, the drive unit receives a determination result by a determination unit for determining whether a command from a user indicates charge or discharge of the electric power source. If an identification result by the identification unit agrees with the determination result, the drive unit drives the display unit such that the identification result by the identification unit is displayed. If an identification result by the identification unit disagrees with the determination result of the determination unit, the drive unit drives the display unit in a mode indicating failure of the connector.
According to another aspect of the present invention, a power supply system includes: a feed cable; an electric-powered vehicle installed with an electric power source and configured to be connected to the feed cable; and a feed circuit for performing at least one of power supply from the electric-powered vehicle to a load and power supply from a supply source to the electric-powered vehicle through the feed cable. The feed cable includes a connector configured to be electrically connected to the electric power source of the electric-powered vehicle, a power line connected to the connector to transmit electric power from the electric power source to a load during feeding power to the load by discharge of the electric power source and to transmit electric power from a supply source to the electric power source during charge of the electric power source, a display unit for displaying that one of charge of the electric power source and discharge of the electric power source is being executed, and a power supply circuit for supplying a power supply voltage to the display unit using electric power transmitted through the power line.
According to another aspect of the present invention, an electric-powered vehicle with an electric power source is disclosed. The electric-powered vehicle can feed power to a feed cable. The feed cable includes: a connector configured to be electrically connected to the electric power source; a power line connected to the connector to transmit electric power from the electric power source to a load during feeding power to the load by discharge of the electric power source and to transmit electric power from a supply source to the electric power source during charge of the electric power source; a display unit for displaying that one of charge of the electric power source and discharge of the electric power source is being executed; and a power supply circuit for supplying a power supply voltage to the display unit using electric power transmitted through the power line.
According to the present invention, a use manner of the feed cable can be easily recognized while an increase in thickness of the feed cable is avoided.
Fig. 1 is a configuration diagram schematically showing a power supply system according to a first embodiment of the present invention. Fig. 2 is a diagram illustrating a configuration of a vehicle shown in Fig. 1. Fig. 3 is a diagram showing exemplary display of an operation panel 360 shown in Fig. 1. Fig. 4 is a block diagram for explaining connection between the vehicle 10 and a feed cable according to the present embodiment. Fig. 5 is a diagram showing a configuration of a comparative example to the power supply system according to the present embodiment. Fig. 6 is a first flowchart for explaining an operation of the power supply system according to the present embodiment. Fig. 7 is a second flowchart for explaining an operation of the power supply system according to the present embodiment. Fig. 8 is a diagram showing another example of a configuration of the power supply system according to the first embodiment. Fig. 9 is a diagram illustrating a detailed configuration of the vehicle shown in Fig. 8. Fig. 10 is a diagram illustrating a configuration of a connector 212 shown in Fig. 8 and Fig. 9. Fig. 11 is a diagram showing another example of a communication unit included in the power supply system according to an embodiment of the present invention. Fig. 12 is a diagram illustrating an example of a configuration of the connector included in the power supply system according to a second embodiment. Fig. 13 is a flowchart for explaining a process in the power supply system according to the second embodiment. Fig. 14 is a diagram illustrating another example of a configuration of the power supply system according to the second embodiment.
In the following, embodiments of the present invention will be described in detail with reference to the figures. It is noted that the same or corresponding parts in the figures are denoted with the same reference numerals, and a description thereof will not be repeated.
First Embodiment
Fig. 1 is a configuration diagram schematically showing a power supply system according to a first embodiment of the present invention. Referring to Fig. 1, the power supply system includes a vehicle 10, a charge stand 200, an HEMS (Home Energy Management System) 300, a load device 400, a power supply (hereinafter also referred to as "external power supply") 500 external to vehicle 10, and a power switchboard 510.
Vehicle 10 according to an embodiment of the present invention is a plug-in electric-powered vehicle that can charge a vehicle-mounted electricity storage device with external power supply 500. A configuration of the electric-powered vehicle is not specifically limited as long as it can run with electric power from the vehicle-mounted electricity storage device. Examples of vehicle 10 include hybrid vehicles, electric vehicles, and fuel-cell vehicles.
Vehicle 10 includes an electricity storage device 100, a power output device 135, an ECU (Electronic Control Unit) 130 for controlling the entire operation of vehicle 10, and a communication unit 140.
Electricity storage device 100 is an electricity storing element configured to be rechargeable. Typically, a secondary battery such as a lithium-ion battery or a nickel metal hydride battery is employed. Alternatively, electricity storage device 100 may be configured with an electricity storing element other than a battery, such as an electric double layer capacitor. Fig. 1 depicts a system configuration related to charge/discharge control of electricity storage device 100 in vehicle 10. Electricity storage device 100 is provided with a battery sensor (not shown) for detecting voltage and current of electricity storage device 100.
Power output device 135 generates driving force for vehicle 10 using electricity stored in electricity storage device 100. Specifically, power output device 135 generates driving force for vehicle 10 based on a drive command from ECU 130 and outputs the generated driving force to driving wheels (not shown) of vehicle 10. The drive command is a control command generated based on the requested vehicle driving force or vehicle braking force during running of vehicle 10. Specifically, ECU 130 calculates a vehicle driving force and a vehicle braking force required for vehicle 10 as a whole, in accordance with the vehicle state of vehicle 10 and the driver's operation (the amount of depressing the accelerator pedal, the position of the shift lever, the amount of depressing the brake pedal, etc.). Then, ECU 130 generates a drive command for power output device 135 for implementing the requested vehicle driving force or vehicle braking force.
Power output device 135 receives an electricity generation command from ECU 130 to generate electricity to be supplied to load device 400 external to the vehicle, and outputs the generated electricity. The electricity generation command is a control command for giving an instruction to generate electricity to be supplied to load device 400 in a discharge operation described later.
Referring to Fig. 2, the configuration of vehicle 10 (Fig. 1) will be described in more details. Referring to Fig. 2, power output device 135 includes a PCU (Power Control Unit) 150, motor generators 160, 165, a power transmission gear 175, an engine 170, and a driving wheel 172.
PCU 150 is connected to electricity storage device 100. Electricity storage device 100 supplies electricity for generating the driving force for vehicle 10 to PCU 150. Electricity storage device 100 stores electricity generated by motor generators 160, 165. Specifically, PCU 150 includes a converter 152, inverters 154, 156, and capacitors C1, C2.
Converter 152 performs voltage conversion between power lines PL1 and NL1 and power lines PL2 and NL1 based on a control signal PWC from ECU 130.
Inverters 154, 156 are connected in parallel with power lines PL2 and NL1. Inverters 154, 156 convert DC power supplied from converter 152 into AC power based on control signals PMI1, PMI2 from ECU 130 to drive motor generators 160, 165, respectively.
Capacitor C1 is provided between power lines PL1 and NL1 to decrease voltage fluctuations between power lines PL1 and NL1.
Motor generators 160, 165 are AC rotating electric machines, for example, permanent magnet-type synchronous motors including rotors having permanent magnets embedded therein.
Output torque from motor generators 160, 165 is transmitted to driving wheel 172 to drive vehicle 10 through power transmission gear 175 including a speed reducer and a power split mechanism. During regenerative braking of vehicle 10, motor generators 160, 165 can generate electricity with rotating force of driving wheel 172. Then, the generated electricity is converted into electric power for charging electricity storage device 100 with PCU 150.
Motor generators 160, 165 are also coupled to engine 170 through power transmission mechanism 175. Then, ECU 130 brings motor generators 160, 165 and engine 170 into cooperative operation to generate the required vehicle driving force. Furthermore, motor generators 160, 165 can generate electricity with rotation of engine 170 and can charge electricity storage device 100 using the generated electricity. In the embodiment of the present invention, motor generator 165 is mainly used as a motor for driving the driving wheel 172, and motor generator 160 is mainly used as a generator driven by engine 170.
Fig. 2 illustrates the configuration having two motor generators. However, the number of motor generators is not limited thereto, and the configuration may include one motor generator or two or more generators.
Vehicle 10 further includes an inlet 112 provided at the body of vehicle 10 as a structure for charging electricity storage device 100 with electricity from external power supply 500. External power supply 500 is typically a single-phase AC commercial power supply. Electricity from an external power supply may be supplied by electricity generated by a solar cell panel installed on the roof of housing, in place of or in addition to the commercial power supply.
A connector 212 of a feed cable 214 is connected to inlet 112. Then, electricity from external power supply 500 is transmitted to vehicle 10 through feed cable 214.
A relay 116 inserted and connected to power lines PL3 and NL3 is provided between inlet 112 and electricity storage device 100. Relay 116 is turned on/off in response to a relay control signal SE1 from ECU 130. Specifically, relay 116 is turned on (closed) in response to relay control signal SE1 indicative of a close command from ECU 130, and is turned off (opened) in response to relay control signal SE1 indicative of an open command from ECU 130. Relay 116 is used as a typical example of an open/close device that can cut off an electric path of electricity storage device 100. In other words, an open/close device in any form can be employed in place of relay 116.
ECU 130 controls relay 116 and the like based on a pilot signal received from a communication unit (not shown) for switching between supply and cut-off of electricity from external power supply 500 during charging of electricity storage device 100 with external power supply 500.
Vehicle 10 supplies load device 400 (Fig. 1) external to the vehicle with DC power from electricity storage device 100 or DC power generated by motor generators 160, 165 and converted in PCU 150.
Namely, vehicle 10 according to the present embodiment is configured to be able to charge electricity storage device 100 with external power supply 500 and to supply electricity from the electric power source of vehicle 10 to load device 400 external to the vehicle. In the following description, the charging of electricity storage device 100 with external power supply 500 is also referred to as "charging operation," and the supply of discharged electricity from electricity storage device 100 and/or electricity generated by power output device 135 (motor generator 160) is also referred to as "discharging operation."
In the present embodiment, feed cable 214 can be used both in the charging operation and in the discharging operation. Connector 212 of feed cable 214 can be connected to inlet 212 of vehicle 10. Connector 212 is electrically connected to the electric power source of vehicle 10 through inlet 112.
Specifically, the discharged electricity from electricity storage device 100 and/or the generated electricity from power output device 135 (motor generator 160) is transmitted to load device 40 through feed cable 214. In other words, electricity storage device 100 and/or power output device 135 (motor generator 160) correspond to the "electric power source" for generating supply power to the outside of the vehicle.
ECU 130 includes a CPU (Central Processing Unit), a memory, and an input/output buffer, although not shown in Fig. 1 and Fig. 2, for inputting signals from sensors and outputting a control signal to each equipment and for controlling vehicle 10 and each equipment. The control is not limited to processing by software but may be processed by dedicated hardware (electronic circuit).
ECU 130 calculates an SOC (State of Charge) of electricity storage device 100 based on voltage and current of electricity storage device 100 that are output from a not-shown battery sensor. The SOC denotes a proportion (0 to 100%) of the remaining capacity at present to the full charge capacity. The SOC of electricity storage device 100 can be calculated using any known technique, and a description thereof is not repeated here.
ECU 130 communicates by wire or by radio with communication units 240 and 350 provided in charge stand 200 and HEMS 300, respectively, external to the vehicle. Then, ECU 130 stores information sent from communication unit 240 of charge stand 200 and communication unit 350 of HEMS 300 into a memory 145.
In one embodiment, HLC (High Level Communication) is used in communication between vehicle 10, charge stand 200, and HEMS 300. Therefore, communication units 140, 240, 350 are configured with HLC units. HLC is Bi-directional digital communication between the vehicle and the HEMS. The HLC units communicate with each other by wire. As described in detail later, communication unit 140 and communication unit 240 transmit information through a signal line for transmitting a pilot signal CPLT.
Referring to Fig. 1 again, charge stand 200 include feed cable 214 and a relay 210 for performing the charging operation and the discharging operation as described above. Charge stand 200 further includes a controller 230 and communication unit 240. Charge stand 200 is electrically connected to power switchboard 510 installed in a building such as home 600 through a feed line 216.
One end of feed cable 214 is connected to relay 210, and the other end thereof has connector 212. Feed cable 214 may be detached from charge stand 200. During the charging operation and the discharging operation, connector 212 of feed cable 214 is connected to inlet 112 of vehicle 10, and relay 210 is closed. The opening/closing operation of relay 210 is controlled by controller 230.
HEMS 300 is installed inside or outside home 600. In the power supply system according to the present embodiment, HEMS 300 implements a power feed circuit that performs at least one of power supply from vehicle 10 to load device 400 and power supply from the supply source to vehicle 10 through feed cable 214. HEMS 300 is electrically connected to power switchboard 510 and charge stand 200. HEMS 300 includes a DC/DC converter 310, a bidirectional PCS (Power Conditioning System), a storage battery 330, a CPU 340, communication unit 350, and an operation panel 360.
DC/DC converter 310 is connected to solar cell panel 416. DC/DC converter 310 converts a DC voltage value of electric power generated by solar cell panel 416 into a proper value. DC/DC converter 310 is controlled by CPU 340.
PCS 320 converts AC power supplied from external power supply 500 through power switchboard 510 and feed line 216 into DC power. On the other hand, PCS 320 converts DC power supplied from at least one of DC/DC converter 310, storage battery 330 and electricity storage device 100 into AC power, which is output to power switchboard 510.
Storage battery 330 is a rechargeable, electricity storing element. A secondary battery such as a lithium-ion battery, a nickel metal hydride battery, or a lead-acid battery is typically employed. Storage battery 330 can be supplied with electricity from vehicle 10 and, in addition, electricity generated by solar cell panel 416 installed at home 600. In addition, storage battery 330 is supplied with electricity from external power supply 500. For example, electricity during midnight when electricity rate is cheaper than a daytime rate is supplied to storage battery 330. In this case, PCS 320 converts AC power supplied from external power supply 500 into electric power for charging storage battery 330.
Operation panel 360 is operated by the user of the power supply system. Operation panel 360 is configured such that the start/stop of the charging operation and the start/stop of the discharging operation can be selected. When the user selects to start the charging operation through operation panel 360, CPU 340 generates a charge request. On the other hand, when the user selects to stop the charging operation through operation panel 360, CPU 340 generates a charge end request. For the start/stop of the discharging operation, CPU 340 generates a discharge request or a discharge end request in accordance with the user's operation on operation panel 360. The user of the power supply system may not be the same as the driver of vehicle 10. CPU 340 implements a determination unit for determining whether a command from the user is power feed from the electric power source of vehicle 10 to load device 400 (discharging operation) or power supply to the electric power source of the vehicle (charging operation).
Each of the charge request, the charge end request, the discharge request, and the discharge end request is transmitted from CPU 340 to controller 230 through communication units 350, 240 and is transmitted to ECU 130 trough communication units 350, 240, 140. Controller 230 and ECU 130 execute the charging operation in response to the charge request and executes the discharging operation in response to the discharge request.
Load device 400 is any electric equipment that operates with electricity received from external power supply 500 through power switchboard 510. Load device 400 may be, for example, home 600 or individual electric appliance. Alternatively, load device 400 may be a vehicle other than vehicle 10.
Fig. 3 is a diagram showing exemplary display of operation panel 360 shown in Fig. 1. Referring to Fig. 3, operation panel 360 includes a touch panel 361. Touch panel 361 serves both functions as a display for displaying information and as an operation unit for accepting the user's operation.
Touch panel 361 displays a charge select switch 362 and an electricity generation select switch 364. When the user touches charge select switch 362 once, to start charge (charge ON) is selected. When the user touches charge select switch 362 while to start charge is being selected, to stop charge (charge OFF) is selected. Similarly, when the user touches electricity generation select switch 364 once, to start discharge from vehicle 10 (electricity generation ON) is selected. When the user touches electricity generation select switch 364 while to start electricity generation is being selected, to stop discharge from vehicle 10 (electricity generation OFF) is selected. Touch panel 361 may display, for example, the amount of generated electric power, the amount of power consumption, and various information such as monthly electricity bills.
The screen design, the arrangement of the switches, and the labels on the switches of the touch panel shown in Fig. 3 are shown only by way of illustration, and the configuration of the operation panel is not limited to that shown in Fig. 3. Operation panel 360 is shown as a typical example of the operation unit for allowing the user to select the charging operation or the discharging operation, and such an operation unit is not limited to the operation panel.
Fig. 4 is a block diagram for explaining connection between vehicle 10 and the feed cable according to the present embodiment. In Fig. 4, a description of the overlapping elements denoted with the same reference numerals as those in Figs. 1 and 2 will not be repeated.
Referring to Fig. 4, an HLC unit 240A as a communication unit outputs pilot signal CPLT to ECU 130 through connector 212 and inlet 112. This pilot signal CPLT is a signal for giving notification of the rated current of feed cable 214 from HLC unit 240A to ECU 130. Pilot signal CPLT is also used as a signal for remotely operating a CCID relay (not shown) inserted to a power line in feed cable 214 from ECU 130. HLC unit 240A controls the CCID relay according to a potential change of pilot signal CPLT.
The configurations of the pilot signal CPLT described above and a connection signal PISW are standardized by SAE (Society of Automotive Engineers) in the U.S., Japan Electric Vehicle Association, etc.
HLC unit 240A outputs a non-oscillating signal when the potential of pilot signal CPLT is a defined potential (for example, 12 V). HLC unit 240A outputs a signal controlled by HLC unit 240A to oscillate at a defined frequency (for example, 1 kHz) and duty cycle when the potential of pilot signal CPLT is decreased (for example, 9 V) from the defined potential.
The potential of pilot signal CPLT is controlled by ECU 130. The duty cycle is set based on the rated current that can be supplied from external power supply 500 to vehicle 10 through feed cable 214. Specifically, the pulse width of pilot signal CPLT is set based on the rated current that can be supplied from external power supply 500 to vehicle 10 through feed cable 214. In accordance with the duty shown by the ratio of the pulse width to the oscillation cycle, notification of the rated current is given from HLC unit 240A to ECU 130 of vehicle 10 using pilot signal CPLT.
ECU 130 can detect the rated current that can be supplied to vehicle 10 through feed cable 214, based on the duty of pilot signal CPLT received through a control pilot line L1. When ECU 130 detects that the potential of pilot signal CPLT is decreased (for example, 6 V), HLC unit 240A closes the contact point of the CCID relay to render it conductive.
Connector 212 includes a connection sensor circuit including resistors R20, R25 and a switch SW10. Resistors R20 and R25 are connected in series between a connection signal line L3 and a ground line L2. Switch SW10 is connected in parallel with resistor R25.
Switch SW10 is, for example, a limit switch and has its contact point closed in a state in which connector 212 is securely fitted in inlet 112. If connector 212 is detached from inlet 112 and if the fitting between connector 212 and inlet 112 is not secured, the contact point of switch SW10 is opened. Switch SW10 has its contact point opened also when the user operates an operation unit 213 provided in connector 212 to remove connector 212 from inlet 112.
In the state in which connector 212 is detached from inlet 112, a voltage signal determined by the voltage of a power supply node 186 and a pull-up resistor R10 included in ECU 130, and a resistor R15 provided in inlet 112 is produced as connection signal PISW at connection signal line L3. In the state in which connector 212 is connected to inlet 112, a voltage signal corresponding to a combined resistance of combination of resistors R15, R20, R25 is produced at connection signal line L3, in accordance with the fitted state and the operation state of operation unit 213.
ECU 130 can determine the connected state and the fitted state of connector 212 by detecting the potential at connection signal line L3 (that is, the potential of connection signal PISW).
In vehicle 10, ECU 130 further includes a CPU 180, a resistor circuit 182, and an input buffer 184, in addition to power supply node 186 and pull-up resistor R10 as described above.
Resistor circuit 182 is connected between a vehicle ground 188 and control pilot lint L1 through which pilot signal CPLT is communicated. Resistor circuit 182 is a circuit for operating the potential of pilot signal CPLT from the vehicle 10 side in accordance with a control signal from CPU 180.
Input buffer 184 receives connection signal PISW from connection signal line L3 connected to the connection sensor circuit of connector 212 and outputs the received connection signal PISW to CPU 180. As described above, voltage is applied to connection signal line L3 from ECU 130, and the potential of connection signal PISW is changed by connection of connector 212 to inlet 112. CPU 180 detects the connected state and the fitted state of connector 212 by detecting the potential of connection signal PISW.
CPU 180 also detects the rated current of feed cable 214 by detecting the oscillation state and the duty cycle of pilot signal CPLT.
Then, CPU 180 operates the potential of pilot signal CPLT by controlling resistor circuit 182 based on the potential of connection signal PISW and the oscillation state of pilot signal CPLT. Accordingly, CPU 180 can remotely operate the CCID relay.
HLC units 140A, 240A superimpose a signal having a frequency higher than the frequency of pilot signal CPLT on pilot signal CPLT. Thus, information is transmitted between HLC unit 240A and HLC unit 140A. For example, HLC unit 240A transmits the charge request, the charge end request, the discharge request, and the discharge end request to HLC unit 140A. On the other hand, HLC unit 140A transmits various information, for example, information indicative of the SOC at present of electricity storage device 100, the charge end request and the discharge end request from ECU 130, etc. to HLC unit 240A.
In the configuration above, when CPU 180 receives the charge request through HLC units 350A, 240A, 140A, CPU 180 executes charging of electricity storage device 100. Specifically, when the contact point of the CCID relay is closed, CPU 180 outputs relay control signal SE1 (close command) to close the contact point of relay 116.
When the SOC of electricity storage device 100 reaches a prescribed full charge state, CPU 180 opens the contact point of relay 116 to stop the charging operation. In this case, CPU 180 sends information indicative of completion of charging of electricity storage device 100, as the charge end request. This information is sent to HEMS 300 (CPU 340) through HLC units 140A, 240A, 350A. When the charge end request is issued from HEMS 300 (CPU 340), the charge end request is sent from CPU 340 to CPU 180 through HLC units 350A, 340A, 140A. Also in this case, CPU 180 opens the contact point of relay 116 to stop the charging operation.
On the other hand, when CPU 180 receives the discharge request from CPU 340 through HLC units 350A, 240A, 140A, CPU 180 executes the discharging operation. Specifically, when the contact point of the CCID relay is closed, CPU 180 outputs relay control signal SE1 (close command) to close the contact point of relay 116. Thus, electricity from electricity storage device 100 is supplied to the outside of the vehicle. When the SOC of electricity storage device 100 is decreased or when an instruction is given by the user, engine 170 is driven and motor generator 160 generates electricity. The generated electricity is supplied to load device 400.
When the discharge end request is issued from HEMS 300 (CPU 340), the discharge end request is sent from CPU 340 to CPU 180 through HLC units 350A, 240A, 140A. In this case, CPU 180 opens the contact point of relay 116 to stop the discharging operation. For example, when the SOC of electricity storage device 100 is decreased to a prescribed charge state, and when the level of fuel for bringing engine 170 into operation is decreased to a prescribed level, CPU 180 sends information indicative of the end of discharge as the discharge end request. This information is sent from CPU 180 to HEMS 300 (CPU 340) through HLC units 140A, 240A, 340A. Also in this case, CPU 180 opens the contact point of relay 116 to stop the discharging operation.
Connector 212 is connected to DC power lines, namely, a positive-side line 214A and a negative-side line 214B. Connector 212 further includes a ZCT (Zero-phase-sequence Current Transformer) 221, a DC/DC converter 222, an indicator 223, and a driver 224. Indicator 223 includes a charge indicator 225 and a discharge indicator 226. Indicator 223 is exposed on the outer surface of connector 212.
ZCT 221 is an identification unit for identifying between power supply to the electric power source of vehicle 10 and power supply from the electric power source, based on a direction of electric power transmitted through positive-side line 214A and negative-side line 214B. During the charging operation, current flows through positive-side line 214A in a direction from charge stand 200 to vehicle 10. Current flows through negative-side line 214B of feed cable 214 in a direction from vehicle 10 to charge stand 200. During the discharging operation, current flows through positive-side line 214A in a direction from vehicle 10 to charge stand 200, and current flows through negative-side line 214B in a direction from charge stand to vehicle 10. That is, the directions of current flowing through each of positive-side line 214A and negative-side line 214B are opposite between the charging operation and the discharging operation. ZCT 221 detects the direction of current flowing through feed cable 214 and outputs a signal indicative of the detected direction.
DC/DC converter 222 is connected between positive-side line 214A and negative-side line 214B to convert DC voltage between positive-side line 214A and negative-side line 214B into a power supply voltage (DC voltage) for operation of indicator 223 and driver 224. For example, DC/DC converter 222 is connected to positive-side line 214A and negative-side line 214B through pins of connector 212. DC/DC converter 222 may be connected to positive-side line 214A and negative-side line 214B in the inside of connector 212.
Indicator 223 is driven by driver 224. During the charging operation, driver 224 turns on charge indicator 225. During the discharging operation, driver 224 turns on discharge indicator 226. Charge indicator 225 and discharge indicator 226 are each configured, for example, with a lighting circuit such as an LED.
Driver 224 can detect which of the charging operation and the discharging operation is being executed, based on the direction of current detected by ZCT 221. In the configuration shown in Fig. 4, it is not always necessary for driver 224 to receive the charge request and the discharge request for identifying between the charging operation and the discharging operation. Therefore, a communication line that connects HLC unit 240A with driver 224 is not provided.
Referring to Fig. 5, in a configuration of a comparative example to the embodiment of the present invention, indicator 223 and driver 224 are located at some point in a feed cable 314. This configuration requires a power supply line 214C for supplying a power supply voltage to indicator 223 and driver 224 and a signal line 214D for connecting indicator 223 with driver 224. Power supply line 214C is drawn out, for example, from charge stand 200. Signal line 214D transmits a signal for turning on and off each of charge indicator 225 and discharge indicator 226 from driver 224 to indicator 223.
It is further necessary for driver 224 to distinguish between the charging operation and the discharging operation in order that driver 224 can distinguishably turn on charge indicator 225 and discharge indicator 226. However, in the configuration in Fig. 5, a signal line 214E for connecting HLC 240A and driver 224 is provided in place of the identification unit (ZCT). Signal line 214E transmits a signal for distinguishing between the charging operation and the discharging operation from HLC unit 240A to driver 224.
As shown in Fig. 5, feed cable 314 includes dedicated lines (power supply line 214C and signal lines 214D, 214E) for indicator 223, in addition to positive-side line 214A and negative-side line 214B. However, the thickness of the feed cable is increased (the diameter of the feed cable is increased) because the dedicated lines for indicator 223 should be included in feed cable 214. The increase in thickness of the charge cable may reduce the operability for the user who uses the feed cable.
On the other hand, as shown in Fig. 4, according to the present embodiment, indicator 223 for indicating charge and discharge is provided in connector 212. Accordingly, the dedicated lines for indicator 223 become unnecessary in feed cable 214. As a result, an increase in diameter of feed cable 214 can be prevented. Therefore, according to the present embodiment, the operability for the user using feed cable 214 is not reduced.
Indicator 223 emits light during the charging operation and the discharging operation. Accordingly, the user of feed cable 214 can easily recognize the location of connector 212 even when the brightness surrounding vehicle 10 reduces.
Fig. 6 is a first flowchart for explaining an operation of the power supply system according to an embodiment of the present invention. Fig. 7 is a second flowchart for explaining an operation of the power supply system according to an embodiment of the present invention. The process shown in Fig. 6 and Fig. 7 is repeatedly executed, for example, in a prescribed cycle.
Referring to Fig. 6 and Fig. 7, when the process is started, in step S11, ECU 130 and controller 230 determine whether a charge request is made. Charge select switch 362 of operation panel 360 is operated to cause CPU 340 to issue a charge request. Controller 230 receives the charge request through communication units 350, 240 ( HLC units 350A, 240A). Similarly, ECU 130 receives the charge request through communication units 350, 240, 140 ( HLC units 350A, 240A, 140A). In this case (YES in step S11), the process proceeds to step S12. On the other hand, if a charge request is not made (NO in step S11), the process proceeds to step S21.
In step S12, a charging operation is started. The direction of current flowing through feed cable 214 is detected by ZCT 221. In step S13, driver 224 turns on charge indictor 225 based on the detection result of ZCT 221. In step S14, the charging process is continued.
In step S15, ECU 130 and controller 230 determine whether a charge end request from HEMS 300 (CPU 340) is made. If ECU 130 and controller 230 do not receive a charge end request (NO in step S15), the process proceeds to step S16.
In step S16, CPU 340 determines whether a charge end request from ECU 130 is made. If CPU 340 does not receive a charge end request (NO in step S16), the process proceeds to step S17. The charge end request from ECU 130 is information indicating that charging of electricity storage device 100 is completed.
In step S17, ECU 130 determines whether connector 212 is removed from inlet 112 of vehicle 10. Specifically, ECU 130 determines whether connector 212 is removed from inlet 112 by detecting the potential of connection signal PISW. If connector 212 is not removed from inlet 112 (NO in step S17), the process returns to step S14. That is, the charging of electricity storage device 100 is continued when neither HEMS 300 nor vehicle 10 issues a charge end request and when connector 212 is not removed from inlet 112.
On the other hand, if vehicle 10 (ECU 130) receives a charge end request from HEMS 300 (CPU 340) (YES in step S15), the process proceeds to step S18. Similarly, if HEMS 300 (CPU 340) receives a charge end request from vehicle 10 (ECU 130) (YES in step S16), the process also proceeds to step S18. Even when a charge request is not issued, if connector 212 is removed from inlet 112 (YES in step S17), the process proceeds to step S18. In step S18, ECU 130 stops the charging operation. In step S19, charge indicator 225 turns off.
The process in steps S21 to S29 is similar to the process in steps S11 to S19, except that the charging operation is replaced by the discharging operation. In step S21, ECU 130 and controller 230 determine whether a discharge request is made. Electricity generation select switch 364 of operation panel 360 is operated to cause CPU 340 to issue a discharge request. In this case (YES in step S21), the process proceeds to step S22. On the other hand, if neither a charge request nor a discharge request is made from HEMS 300 (NO in step S21), the entire process ends.
In step S22, a discharging operation is started. The direction of current flowing through feed cable 214 is detected by ZCT 221. In step S23, driver 224 turns on discharge indicator 226 based on the detection result of ZCT 221. In step S24, the discharging operation is continued.
In step S25, ECU 130 and controller 230 determine whether a discharge end request from HEMS 300 (CPU 340) is made. If ECU 130 and controller 230 do not receive a discharge end request (NO in step S25), the process proceeds to step S26.
In step S26, CPU 340 determines whether a discharge end request from ECU 130 is made. If CPU 340 does not receive a discharge end request (NO in step S26), the process proceeds to step S27. The discharge end request from ECU 130 is, for example, information indicating that the SOC of electricity storage device 100 is decreased to a prescribed value.
In step S27, ECU 130 determines whether connector 212 is removed from inlet 112 of vehicle 10. If connector 212 is not removed from inlet 112 (NO in step S17), the process returns to step S24.
On the other hand, if vehicle 10 (ECU 130) receives a discharge end request from HEMS 300 (CPU 340) (YES in step S25), or if HEMS 300 (CPU 340) receives a discharge end request from vehicle 10 (ECU 130) (YES in step S26), the process proceeds to step S28. If connector 212 is removed from inlet 112 (YES in step S27), the process also proceeds to step S28. In step S28, ECU 130 stops the discharging operation. In step S29, discharge indicator 226 turns off.
The configuration of the power supply system according to the first embodiment is not limited to that shown in Fig. 1. Fig. 8 is a diagram showing another example of a configuration of the power supply system according to the first embodiment. Referring to Fig. 8, vehicle 10 includes a bi-directional charger 110. In this respect, the configuration of the vehicle shown in Fig. 8 is different from the configuration shown in Fig. 1.
Fig. 9 is a diagram illustrating a detailed configuration of the vehicle shown in Fig. 8. Referring to Fig. 8 and Fig. 9, bi-directional charger 110 mutually converts AC power and DC power. During the charging operation, bi-directional charger 110 converts AC power supplied to vehicle 10 into DC power and supplies the DC power to electricity storage device 100. On the other hand, during the discharging operation, bi-directional charger 110 converts DC power supplied from electricity storage device 100 or power output device 135 into AC power and supplies the AC power to HEMS 300. During the charging operation and the discharging operation, ECU 130 controls bi-directional charger 110 in addition to relay 116. ECU 130 generates a control signal PWD1 for controlling bi-directional charger 110 and controls bi-directional charger 110 using control signal PWD1.
HEMS 300 is different from the configuration shown in Fig. 1 as to the following points. Namely, an AC/DC converter 370 is added. During the charging operation, AC/DC converter 370 converts DC power supplied from bi-directional PCS 320 into AC power and supplies the AC power to vehicle 10. During the discharging operation, AC/DC converter 370 converts AC power supplied from vehicle 10 into DC power. The DC power is supplied to bi-directional PCS 320 and storage battery 330. In the configuration shown in Fig. 8, a PCS 410 is provided for converting DC power output by solar cell panel 416 into AC power. However, solar cell panel 416 may be connected to DC/DC converter 310 in a similar manner as in the configuration shown in Fig. 1.
Fig. 10 is a diagram illustrating a configuration of connector 212 shown in Fig. 8 and Fig. 9. Referring to Fig. 10, connector 212 has an AC current sensor 221A in place of ZCT 221. AC current sensor 221A is, for example, a current sensor including a Hall element. AC current sensor 221A is provided in power lines ACL1, ACL2 to detect the direction of current flowing through power lines ACL1, ACL2. For example, the direction of current flowing through power lines ACL1, ACL2 can be detected using a technique for detecting power running current and regenerative current of an AC motor.
In addition, connector 212 has an AC/DC converter 222A in place of DC/DC converter 222. AC/DC converter 222A converts AC power transmitted through power lines ACL1, ACL2 into DC power and supplies the DC power to indicator 223 and driver 224.
Communication units 350, 240, 140 shown in Fig. 1 are not necessarily configured with HLC units. Fig. 11 is a diagram showing another example of a communication unit included in the power supply system according to an embodiment of the present invention. Referring to Fig. 11, PLC (Power Line Communication) units 350B, 240B, 140B are included in the power supply system according to the embodiment of the present invention. PLC units 350B, 240B, 140B are connected to power lines ACL1, ACL2 to mutually transmit information through power lines ACL1, ACL2.
The HLC units and the PLC units are devices for communication by wire. However, communication units 350, 240, 140 shown in Fig. 1 may perform communication by radio.
As described above, according to the first embodiment, indicator 223 and driver 224 are provided in connector 212. Accordingly, a dedicated power supply line for bringing indicator 223 into operation does not have to be added to the feed cable. Therefore, an increase in thickness of the feed cable can be avoided.
Furthermore, ZCT 221 or AC current sensor 221A is provided as an identification unit for identifying between the charging operation and the discharging operation. Driver 224 drives indicator 223 (charge indicator 225 and discharge indicator 226) based on the identification result by the identification unit. Accordingly, the use manner of the feed cable can be easily recognized.
Second Embodiment
The configuration of the power supply system according to a second embodiment is the same as the configuration shown in Fig. 1. According to the second embodiment, if an error occurs in identification between the charging operation and the discharging operation by the connector, the indicator indicates the error, that is, failure of the connector.
Fig. 12 is a diagram illustrating an example of a configuration of the connector included in the power supply system according to a second embodiment. Referring to Fig. 12, connector 212 includes ZCTs 221, 227 as identification units. That is, the configuration of the connector shown in Fig. 12 differs from the configuration shown in Fig. 4 in that ZCT 227 is added. In a case where AC power is transmitted through a power line, AC current sensor 221A shown in Fig. 10 and an additional AC current sensor may be provided in connector 212.
Driver 224 receives an output signal from each of ZCTs 221, 227. Each output signal represents the identification result by the corresponding ZCT. When the identification result by ZCT 221 agrees with the identification result by ZCT 227, driver 224 drives indicator 223 in accordance with the identification result (charge or discharge). Therefore, charge indicator 225 or discharge indicator 226 turns on in a similar manner as in the first embodiment.
On the other hand, if the identification result by ZCT 221 disagrees with the identification result by ZCT 227, driver 224 drives indicator 223 in a mode indicating failure of connector 212. In one manner of display, driver 224 causes charge indicator 225 and discharge indicator 226 to blink simultaneously.
Fig. 13 is a flowchart for explaining a process in the power supply system according to the second embodiment. In the flowchart shown in Fig. 13, the process in steps S31 to S34 is added. The process in other steps is the same as the process in the corresponding steps in the flowcharts shown in Fig. 6 and Fig. 7.
In step S11, it is determined that a charge request is made from HEMS 300. In this case, charging of electricity storage device 100 is started in step S12. In step S31, driver 224 receives the output signal from each of ZCTs 221, 227 to detect whether their identification results are normal. If the identification result by ZCT 221 and the identification result by ZCT 227 both indicate charging of electricity storage device 100 (YES in step S31), the process proceeds to step S13. Driver 224 turns on charge indicator 225. Thereafter, the process proceeds to step S14. The process following step S14 is the same as the process shown in Fig. 6.
If the identification result by ZCT 221 does not agree with the identification result by ZCT 227 (NO in step S31), the process proceeds to step S32. In this case, driver 224 causes charge indicator 225 and discharge indicator 226 to blink simultaneously. Thereafter, the process returns to step S31.
If a discharge request is made from HEMS 300, the process proceeds to step S22. In step S22, discharging of electricity storage device 100 is started. In step S33, driver 224 receives the output signal from each of ZCTs 221, 227 to detect whether their identification results are normal. If the identification result by ZCT 221 and the identification result by ZCT 227 both indicate discharging of electricity storage device 100 (YES in step S33), the process proceeds to step S23. Driver 224 turns on discharge indicator 226. Thereafter, the process proceeds to step S24. The process following step S24 is the same as the process shown in Fig. 7.
If the identification result by ZCT 221 does not agree with the identification result by ZCT 227 (NO in step S33), the process proceeds to step S33. Driver 224 causes charge indicator 225 and discharge indicator 226 to blink simultaneously. Thereafter, the process returns to step S32.
In step S31 or step S33, even when the identification results by ZCTs 221 and 227 do not agree, it may be possible that the power line has no error per se. In this case, with the user's instruction (operation on the operation panel) to promote the charging operation, the process may proceed to step S13 after step S32. Similarly, with the user's instruction (operation on the operation panel) to promote the discharging operation, the process may proceed to step S23 after step S34.
In the configuration shown in Fig. 12, two identification circuits (the ZCTs or the AC current sensors) are provided inside connector 212. However, the configuration of the power supply system according to the second embodiment is not limited to this manner.
Fig. 14 is a diagram illustrating another example of a configuration of the power supply system according to the second embodiment. Referring to Fig. 14, a radio unit 250 is provided in charge stand 200. Radio unit 250 performs communication by radio with driver 224. Therefore, driver 224 is configured to be capable of radio communication. Radio unit 250 additionally performs communication by wire with HLC unit 240A.
Radio unit 250 sends a charge request and a discharge request to driver 224. The charge request and the discharge request are sent from CPU 340 to radio unit 250 through HLC units 350A, 240A. Driver 224 detects whether the identification result indicated by the output signal from ZCT 221 matches the charge request or the discharge request received from radio unit 250. This process corresponds to the process in step S31 or step S33 shown in Fig. 13. In the configuration shown in Fig. 14, the internal configuration of connector 212 can be simplified as compared with the configuration shown in Fig. 12.
In this way, according to the second embodiment, the user can be notified of failure of connector 212.
It is noted that another configuration of the power supply system according to the first embodiment can be implemented by eliminating ZCT 221 from the configuration shown in Fig. 14. In this configuration, driver 224 turns on the corresponding indicator, of charge indicator 225 and the discharge indicator 226, based on the charge request or the discharge request received from radio unit 250. This process corresponds to the process in step S13 shown in Fig. 6 or the process in step S23 shown in Fig. 7. Driver 224 also turns off the corresponding indicator, of charge indicator 225 and discharge indicator 226, based on the charge end request or the discharge end request received from radio unit 250. This process corresponds to the process in step S19 shown in Fig. 6 or the process in step S29 shown in Fig. 7.
The embodiment disclosed here should be understood as being illustrative rather than being limitative in all respects. The scope of the present invention is shown in the claims, and it is intended that all modifications that come within the meaning and range of equivalence to the claims are embraced here.
10 vehicle, 100 electricity storage device, 110 bi-directional charger, 112 inlet, 116, 210 relay, 130 ECU, 135 power output device, 140, 240, 350 communication unit, 140A, 240A, 350A HLC unit, 140B, 240B, 350B PLC unit, 145 memory, 152 converter, 222, 310 DC/DC converter, 222A, 370 AC/DC converter, 154, 156 inverter, 160, 165 motor generator, 170 engine, 172 driving wheel, 175 power transmission gear, 180, 340 CPU, 182 resistor circuit, 184 input buffer, 186 power supply node, 188 vehicle ground, 200 charge stand, 212 connector, 213 operation unit, 214, 314 feed cable, 214A positive-side line, 214B negative-side line, 214C power supply line, 214D, 214E signal line, 216 feed line, 221A AC current sensor, 223 indicator, 224 driver, 225 charge indicator, 226 discharge indicator, 230 controller, 250 radio unit, 300 HEMS, 320, 410 PCS, 330 storage battery, 360 operation panel, 361 touch panel, 362 charge select switch, 364 electricity generation select switch, 400 load device, 416 solar cell panel, 500 external power supply, 510 power switchboard, 600 home, ACL1, ACL2, PL1 to PL3, NL1 to NL3 power line, C1, C2 capacitor, L1 control pilot line, L2 ground line, L3 connection signal line, R10 pull-up resistor, R15, R20, R25 resistor, SW10 switch.

Claims (10)

  1. A feed cable comprising:
    a connector configured to be electrically connected to an electric power source installed in an electric-powered vehicle;
    a power line connected to said connector to transmit electric power from said electric power source to a load during feeding power to said load by discharge of said electric power source and to transmit electric power from a supply source to said electric power source during charge of said electric power source;
    a display unit for displaying that one of charge of said electric power source and discharge of said electric power source is being executed; and
    a power supply circuit for supplying a power supply voltage to said display unit using electric power transmitted through said power line.
  2. The feed cable according to claim 1, further comprising a drive unit for allowing said display unit to distinguishably display charge and discharge of said electric power source of said electric-powered vehicle.
  3. The feed cable according to claim 2, wherein said display unit includes a charge light-emitting unit and a discharge light-emitting unit.
  4. The feed cable according to claim 3, wherein
    said charge light-emitting unit is turned on during charge of said electric power source of said electric-powered vehicle and turned off when charge of said electric power source of said electric-powered vehicle is not performed, and
    said discharge light-emitting unit is turned on during discharge of said electric power source of said electric-powered vehicle and turned off when discharge of said electric power source of said electric-powered vehicle is not performed.
  5. The feed cable according to claim 2, further comprising an identification unit for identifying between charge and discharge of said electric power source of said electric-powered vehicle, based on a direction of electric power transmitted through said power line,
    wherein said drive unit drives said display unit based on an identification result of said identification unit.
  6. The feed cable according to claim 2, further comprising a communication unit for receiving a signal indicating charge of said electric power source of said electric-powered vehicle or discharge of said electric power source,
    wherein said drive unit drives said display unit based on said signal received by said communication unit.
  7. The feed cable according to claim 5, wherein, at a time of failure of said connector, said drive unit drives said display unit in a mode indicating failure of said connector.
  8. The feed cable according to claim 7, wherein said drive unit receives a determination result by a determination unit for determining whether a command from a user indicates charge or discharge of said electric power source, if an identification result by said identification unit agrees with said determination result, drives said display unit such that the identification result by said identification unit is displayed, and if an identification result by said identification unit disagrees with the determination result of said determination unit, drives said display unit in a mode indicating failure of said connector.
  9. A power supply system comprising:
    a feed cable;
    an electric-powered vehicle installed with an electric power source and configured to be connected to said feed cable; and
    a feed circuit for performing at least one of power supply from said electric-powered vehicle to a load and power supply from a supply source to said electric-powered vehicle through said feed cable,
    said feed cable including
    a connector configured to be electrically connected to said electric power source of said electric-powered vehicle,
    a power line connected to said connector to transmit electric power from said electric power source to a load during feeding power to said load by discharge of said electric power source and to transmit electric power from a supply source to said electric power source during charge of said electric power source,
    a display unit for displaying that one of charge of said electric power source and discharge of said electric power source is being executed, and
    a power supply circuit for supplying a power supply voltage to said display unit using electric power transmitted through said power line.
  10. An electric-powered vehicle with an electric power source, wherein said electric-powered vehicle can feed power to a feed cable,
    said feed cable including
    a connector configured to be electrically connected to said electric power source,
    a power line connected to said connector to transmit electric power from said electric power source to a load during feeding power to said load by discharge of said electric power source and to transmit electric power from a supply source to said electric power source during charge of said electric power source,
    a display unit for displaying that one of charge of said electric power source and discharge of said electric power source is being executed, and
    a power supply circuit for supplying a power supply voltage to said display unit using electric power transmitted through said power line.
PCT/JP2012/004825 2012-02-13 2012-07-30 Feed cable, power supply system and electric-powered vehicle WO2013121472A2 (en)

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