CN101678775A - 供电系统及车辆 - Google Patents

供电系统及车辆 Download PDF

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CN101678775A
CN101678775A CN200880016187A CN200880016187A CN101678775A CN 101678775 A CN101678775 A CN 101678775A CN 200880016187 A CN200880016187 A CN 200880016187A CN 200880016187 A CN200880016187 A CN 200880016187A CN 101678775 A CN101678775 A CN 101678775A
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electric
electric power
power
battery
supply
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CN101678775B (zh
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大林和良
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Toyota Motor Corp
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    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/42—Methods or arrangements for servicing or maintenance of secondary cells or secondary half-cells
    • H01M10/44—Methods for charging or discharging
    • 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
    • B60L53/12—Inductive energy transfer
    • B60L53/126—Methods for pairing a vehicle and a charging station, e.g. establishing a one-to-one relation between a wireless power transmitter and a wireless power receiver
    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
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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
    • B60L53/30—Constructional details of charging stations
    • B60L53/31—Charging columns specially adapted for 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
    • B60L53/30—Constructional details of charging stations
    • B60L53/35—Means for automatic or assisted adjustment of the relative position of charging devices and 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
    • B60L55/00—Arrangements for supplying energy stored within a vehicle to a power network, i.e. vehicle-to-grid [V2G] arrangements
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/42—Methods or arrangements for servicing or maintenance of secondary cells or secondary half-cells
    • H01M10/425—Structural combination with electronic components, e.g. electronic circuits integrated to the outside of the casing
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J3/00—Circuit arrangements for ac mains or ac distribution networks
    • H02J3/28—Arrangements for balancing of the load in a network by storage of energy
    • H02J3/32—Arrangements for balancing of the load in a network by storage of energy using batteries with converting means
    • H02J3/322—Arrangements for balancing of the load in a network by storage of energy using batteries with converting means the battery being on-board an electric or hybrid vehicle, e.g. vehicle to grid arrangements [V2G], power aggregation, use of the battery for network load balancing, coordinated or cooperative battery charging
    • 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
    • B60L2210/20—AC 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
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    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
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    • 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
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    • 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
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
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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
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    • Y02T90/167—Systems integrating technologies related to power network operation and communication or information technologies for supporting the interoperability of electric or hybrid vehicles, i.e. smartgrids as interface for battery charging of electric vehicles [EV] or hybrid vehicles [HEV]
    • 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
    • Y04S10/126—Monitoring or controlling equipment for energy generation units, e.g. distributed energy generation [DER] or load-side generation the energy generation units being or involving electric vehicles [EV] or hybrid vehicles [HEV], i.e. power aggregation of EV or HEV, vehicle to grid arrangements [V2G]
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    • Y10S903/00—Hybrid electric vehicles, HEVS
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Abstract

电动汽车(10)具备电池(30)、通过来自电池(30)的电力工作的行驶用电机(34)及车内负载装置(26)。电动汽车(10)在停车状态下响应开始向车内负载装置(26)进行电力供给的要求，根据电池的充电状态判定是否能够将来自电池(30)的电力向车内负载装置(26)供给，在判定为不能将来自电池(30)的电力向车内负载装置(26)供给的情况下，向供电装置(50)请求对车内负载装置(26)的电力供给。供电装置(50)对请求进行响应，与车内负载装置(26)进行电连接，开始向车内负载装置(26)供给电力。

Description

供电系统及车辆
技术领域
本发明涉及控制车辆的电力的系统。
背景技术
对于电动汽车等电动车辆，由于将接受来自电池的电力的供给而进行驱动的电动机作为动力源利用，故在电池的充电量不足时需要进行电池的充电。
一般情况下，电动车辆的电池在进行了几十个小时的行驶后需要充电。另外，即使不使用，电池也会自然放电。因此，长时间不使用电动车辆时，即使使其满充电，电池的容量也会降低，故存在即使不行驶也需要充电的情况。
专利文献1中，公开了根据使用距离、使用时间等日程表算出预定使用电力，将预定使用电力及当前电池的充电量的剩余量进行比较，由此判断是否需要充电的技术。
专利文献2中，公开了关闭点火开关后，在电池的剩余容量降低时自动对电池进行充电的技术。
专利文献3、4中，公开了电动汽车与住宅之间可相互进行电力传递的技术。具体地说，公开了根据行驶履历学习消耗电力量、求得电池中需要确保的确保电力量，以限制在将从电池剩余容量减去该确保电力量与紧急用电力所得的范围内的方式从电池向住宅侧供给电力。
专利文献1：日本特开2002-315193号公报
专利文献2：日本特开平8-126120号公报
专利文献3：日本特开2001-8380号公报
专利文献4：日本特开2001-258177号公报
发明内容
但是，在汽车等车辆中，存在使用电池的电力在点火开关开启前先行启动空调装置，从而在使用车辆前对车内的热环境进行事先空调使其达到所希望的状态的情况。另外，电动车辆的电池，在开启点火开关之前的期间，如专利文献3、4所公开的那样，存在将所剩余的电力供给至住宅侧的情况。这样，在车辆使用前由空调装置等负载消耗电池的电力时，如果该负载的电力消耗量大，则即使预测电力消耗而确保了电力，也有可能在开始行驶时电池剩余容量无法满足行驶所需容量。
本发明的目的为，防止在车辆所搭载的电池的剩余容量至少变得无法满足车辆启动时所需容量。
本发明为一种供电系统，包括：具备通过来自电池的电力来工作的车内负载装置的车辆、和使用来自商用电源系统的电力对所述电池充电的供电装置，所述车辆具备：供电请求部，其在停车状态下对向所述车内负载装置的电力供给的要求进行响应，向所述供电装置请求对所述车内负载装置的电力供给；和受电部，其与所述车内负载装置连接，接受对所述请求进行响应而从所述供电装置供给的电力并向所述车内负载装置供给，所述供电装置具备：供电部，其对所述请求进行响应，以感应方式或传导方式与所述受电部进行连接，向所述受电部供给电力。
另外，本发明为一种车辆，具备通过来自电池的电力来工作的车内负载装置，具备：供电请求部，其在停车状态下对向所述车内负载装置的电力供给的要求进行响应，向使用来自商用电源系统的电力对所述电池进行充电的供电装置请求对所述车内负载装置的电力供给；和受电部，其与所述车内负载装置连接，接受对所述请求进行响应而从所述供电装置供给的电力并向所述车内负载装置供给。
另外，本发明为一种供电系统，包括：具备发电装置或电池的车辆、和将由该发电装置发电产生的电力或储存于电池的电力供给至所述车辆外部的电负载的供电装置，所述供电装置具备：请求部，其对用于开始从所述电池向所述电负载进行电力供给的要求进行响应，向所述车辆请求对所述电负载的电力供给；和受电部，其如果从所述车辆接收到表示能够对所述请求进行响应而从所述电池进行电力供给的判定结果，则以感应方式或传导方式与所述车辆连接，向所述电负载供给来自所述电池的电力，所述车辆具备：判定部，其对所述请求进行响应，根据所述电池的充电状态判定能否向所述电负载供给来自所述电池的电力，将判定结果送出至供电装置；和供电部，其以感应方式或传导方式与所述供电装置的所述受电部连接，向所述受电部供给来自所述电池的电力。
根据本发明，能够防止在车辆所搭载的电池的剩余容量至少变得无法满足车辆启动时所需容量。
附图说明
图1是表示实施方式及变形例中的系统整体的功能框的图。
图2A是以感应方式电连接车辆侧的供电受电部及供电装置侧的供电受电部的情况的连接例的示意图。
图2B是以传导方式电连接车辆侧的供电受电部及供电装置侧的供电受电部的情况的连接例的示意图。
图3A是表示在检测到对车内负载装置的供电要求时车辆侧的供电受电控制部的处理顺序的一例的流程图。
图3B是表示在检测到对车内负载装置的供电要求时车辆侧的供电受电控制部的处理顺序的一例的流程图。
图3C是表示在检测到对车内负载装置的供电要求时车辆侧的供电受电控制部的处理顺序的一例的流程图。
图4是表示从电动汽车接收到供电要求时家庭侧的供电受电控制部的处理顺序的流程图。
图5是表示在对电动汽车要求电力时家庭侧的供电受电控制部的流程图。
图6表示在对电动汽车要求电力时车辆侧的供电受电控制部的流程图。
(符号说明)
10  电动汽车
12  供电受电控制部
14  负载控制部
16  无线通信部
20  供电受电部
22  第2变换器(inverter，逆变器)
24  开关
26  车内负载装置
30  电池
32  第1变换器(inverter，逆变器)
34  电机
40  供电受电部
42  转换器
50  供电装置
52  供电受电控制部
54  无线通信部
60  商用电源系统
62  配电盘
70  家庭内负载装置。
具体实施方式
下面使用附图，对具体地表示用于实施本发明的最佳方式的实施方式进行说明。
图1是表示本实施方式相关的系统整体的功能框的图。本系统，如图1所示，包含电动汽车10；与电动汽车10所具备的电池30电连接、进行电池30的充电的供电装置50；将来自电力公司的电力向供电装置50供给的商用电源系统60；和接受来自商用电源系统60的电力而工作的家庭内负载装置70。另外，在本实施方式中，以电动汽车10作为车辆的一例进行说明，但只要是具备能够通过外部的电源进行充电的电池的车辆，则也能够适用于混合动力电动汽车、燃料电池汽车等其他车辆。
在本实施方式中，电动汽车10，在点火开关为关闭状态等不能行驶的状态下，根据需要通过来自供电装置50的电力使车内负载装置26工作。本实施方式中，以电动汽车10在点火开关关闭的状态下在供电装置50的附近的预定位置停车的状态为例进行说明。但是，电动汽车10在与供电装置50电连接的状态下停车的情况下，点火开关开启的状态，也可以适用如下所示的实施方式。
在本实施方式中，电动汽车10与供电装置50经由供电受电部20、40电连接，进行供电及受电。车辆侧的供电受电部20和供电装置侧的供电受电部40的电连接以公知的方式，例如采用感应(inductive)方式或传导(conductive)方式进行。图2A是表示以感应方式电连接车辆侧的供电受电部20与供电装置侧的供电受电部40的情况下的连接例的示意图。如图2A所示，在感应方式的情况下，利用设置于供电受电部20及供电受电部40的线圈L1和线圈L2之间的电磁感应，在非接触的状态下进行供电及受电。供电装置侧的供电受电部40，如图2A所示，例如相对于地面D在垂直方向以自由升降的方式可动。供电装置侧的供电受电部40，在与车辆侧的供电受电部20电连接时，上升到线圈L1和线圈L2能够进行电磁感应的距离。另外，图2B是表示以传导方式将车辆侧的供电受电部20与供电装置侧的供电受电部40电连接的情况下的连接例的示意图。如图2B所示，在传导方式的情况下，通过将供电装置侧的供电受电部40上所设置的连接器40a物理地连接于车辆侧的供电受电部20上所设置的连接器20a，由此进行供电及受电。供电装置侧的供电受电部40，例如，具备臂40b和控制臂的控制部40c，在臂40b的前端安装有位置传感器(未图示)及连接器40a。由位置传感器检测车辆侧的连接器20a的位置，控制部40c根据来自位置传感器的位置信息移动臂40b，将供电装置侧的连接器40a与车辆侧的连接器20a进行连接。
这样，在图1中，电动汽车10具备电池30、以及经由第1变换器(inverter，变换器)32接受来自电池30的电力供给而驱动驱动轮的电机34。此外，电动汽车10具备空调装置、汽车导航系统、自动调节车高的自动调节水准仪(auto leveller)等车内负载装置26。对于车内负载装置26，即使在点火开关处于关闭的状态下，也在负载控制部14的控制下，经由开关24接受来自电池30的电力供给而工作。开关24还经由第2变换器(inverter，变换器)22与供电受电部20连接。
供电受电控制部12，由CPU、ROM、RAM等构成，控制第1变换器32，调整从电池30输出的电力量。从第1变换器32输出的电力输入到电机34，由该电力驱动电机34。另外，供电受电控制部12控制开关24，将来自电池30的电力输入到车内负载装置26。或者，将从供电装置50输出的电力经由第2变换器22输入到车内负载装置26。第2变换器22，在使用来自供电装置50侧的电力对电池30进行充电，将该电力进行高频AC/DC变换。另外，第2变换器22，在将来自电池30的电力向供电装置50输出时，将该电力进行DC/AC高频变换。转换器42，也能够根据输入电力、输出电力进行DC/DC变换、AC/AC变换等。负载控制部14，由CPU、ROM、RAM等构成，根据用户的操作、在计时器等的预定的定时输出的起动指示，使车内负载装置26工作，进行预定的控制。
无线通信部16，与设置于供电装置50的无线通信部54进行无线连接，在电动汽车10与供电装置50之间进行控制信号等信息的发送及接收。
供电装置50，如上所述，经由供电受电部40与电动汽车10电连接，与电动汽车10之间进行供电或受电。供电装置50与配电盘62连接，经由配电盘62接受商用电源系统60的电力。来自商用电源系统60的电力，经由配电盘62输入到转换器42。转换器42，在对电池30进行充电时，将商用电源系统60的电力进行AC/DC变换后，还进行DC/高频AC变换。另外，转换器42，在将来自电动汽车10侧的电力经由配电盘62送向家庭内负载装置70、商用电源系统60时，将来自电动汽车10侧的电力进行高频AC/DC变换后还进行DC/AC变换。另外，转换器42也能够根据输入电力、输出电力进行DC/DC变换、AC/AC变换等。
在如此构成的系统中，对于在点火开关关闭的状态下使车内负载装置26工作的情况下的、车辆侧的供电受电控制部12的处理顺序及家庭侧的供电受电控制部52的处理顺序，下面使用图3A-3C及图4所示的流程图进行说明。
图3A为表示在检测到对车内负载装置26的供电要求的情况下的、车辆侧的供电受电控制部12的处理顺序的一例的流程图。
图3A中，供电受电控制部12从负载控制部14例如根据用户的指示，或在基于预先确定的日程表的定时，检测到向车内负载装置26的供电要求时(S100)，首先取得电池30的充电状态(SOC；state of charge)(S102)。供电受电控制部12，根据所取得的SOC，判定是否能够由电池30向车内负载装置26供电(S104)。
在判定的结果为能够供电的情况下(步骤S104的判定结果为肯定“是”)，将来自电池30的电力向车内负载装置26供给，使车内负载装置26工作(S106)。
另一方面，在电池30的充电量不充分、由电池30不能向车内负载装置26进行供电的情况下(步骤S104的判定结果为否定“否”)，供电受电控制部12经由无线通信部16向供电装置50要求供电(S108)。继而，供电受电控制部12，在经由供电受电部20与供电装置50进行电连接的情况下(步骤S110的判定结果为肯定“是”)，控制变换器22、开关SW等，使得来自供电装置50的电力被供给到车内负载装置26(S112)。
如上所示，在本实施方式中，电动汽车10，在点火开关关闭的状态下由来自电池30的电力不能使车内负载装置26工作的情况下，根据需要与供电装置50电连接，通过来自供电装置50的电力使车内负载装置26工作。
在图3A中，根据电池30的充电状态，判定是否将来自电池30的电力供给到车内负载装置26。但是，例如，也可以预先将消耗电力大的车内负载装置26登记在存储器中，在从该被登记的车内负载装置26(例如空调装置等)发出电力要求时向供电装置50要求电力。
图3B为根据要求电力的车内负载装置26的种类来改变请求供电的对象时供电受电控制部12的处理顺序的流程图。
在图3B中，供电受电控制部12从负载控制部14，例如，根据用户的指示，或在基于预先确定的日程表的定时，检测到向车内负载装置26的供电要求时(S100)，判定接收到要求的车内负载装置26是否是事先登记在存储器中的装置(S101)。在判定的结果为不是登记在存储器中的装置的情况下(步骤S101的判定结果为否定“否”)，则判断为其消耗电力相对较小，供电受电控制部12将来自电池30的电力供给到车内负载装置26，使车内负载装置26工作(S106)。
另一方面，在判定的结果为是在存储器中登记的装置的情况下(步骤S101的判定结果为“是”)，判断为消耗电力相对较大，供电受电控制部12经由无线通信部16向供电装置50要求供电(S108)。之后，供电受电控制部12，与图3A的处理相同，执行步骤S110～S112的处理。
如上所述，供电控制部12，也可以预先将电力消耗大的车内负载装置26登记在存储器中，在从该登记了的车内负载装置26要求电力的情况下向供电装置50要求电力。
另外，供电受电控制部12，也可以在从登记了的车内负载装置26要求电力的情况下，按照图3C的步骤S102～步骤S104所示那样，在向供电装置50要求供电之前，判定是否能够从电池30进行电力供给。
还有，供电受电控制部12，也可以在步骤S102中取得了电池30的SOC时，判定电池30的SOC是否比电池30的充电所需要的预定的阈值小。供电受电控制部12，也可以在判定结果为电池30的SOC比预定的阈值小的情况下，向供电装置50要求供电，在与供电装置50的连接完成的时间点，由来自供电装置50的电力对电池30进行充电。此外，供电受电控制部12，也可以通过来自供电装置50的电力，与向车内负载装置26供电并行地向电池30进行充电。
图4为表示从电动汽车10接收到供电要求时家庭侧的供电受电控制部52的处理顺序的流程图。
图4中，供电受电控制部52经由无线通信部54检测到来自电动汽车10的供电要求时(S200)，如果未与电动汽车10连接(步骤S202的判定结果为否定“否”)，则与电动汽车10进行连接(S204)。也就是说，经由供电受电部40与电动汽车10进行电连接。继而，经由供电受电部40，将来自商用电源系统60的电力向车内负载装置26供给(S206)。另外，供电受电控制部52，在来自电动汽车10的要求为对电池30充电的情况下，经由供电受电部40，将来自商用电源系统60的电力供给至电池30。其后，从电动汽车10接收到电力供给的停止指令的情况下(步骤208的判定结果为肯定“是”)，供电受电控制部52切断与电动汽车10的连接(S210)。
接着，下面使用附图，对实施方式的变形例进行说明。
本变形例中，响应来自供电装置50的要求，将来自电动汽车10所具备的电池30的电力向家庭内负载装置70供给。
下面，关于家庭侧的供电受电控制部52的处理顺序及车辆侧的供电受电控制部12的处理顺序，使用图5及图6所示的流程图进行说明。
图5为表示向电动汽车10要求电力时家庭侧的供电受电控制部52的处理顺序的流程图。
图5中，供电受电控制部52，根据用户的指示等而将来自电动汽车10的电力向家庭内负载装置70供给时，经由无线通信部54，输出表示向电动汽车10要求的电力量等的供电要求(S300)。供电受电控制部52，作为对供电要求的回答，如后所述，取得是否能够从电动汽车10由电池30供电的信息。供电受电控制部52，参照该信息，在不能由电池30供电的情况下(步骤S302的判定结果为否定“否”)，向用户通知出错(S304)。
另外，供电受电控制部52，在能够由电池30供电的情况下(步骤S302的判定结果为肯定“是”)，判定是否与电动汽车10电连接(S306)，如果没有连接，则进行与电动汽车10的连接(S308)。也就是说，经由供电受电部40与电动汽车10进行电连接。其后，供电受电部52，将来自电池30的电力经由供电受电部40、转换器42向家庭内负载装置70进行供给(S310)。进而，供电受电控制部52，根据用户的指示等接收到向家庭内负载装置70的电力供给的停止指示时(步骤S312的判定结果为肯定“是”)，供电受电控制部52切断与电动汽车10的连接(S314)。
图6为表示在向电动汽车10要求电力时车辆侧的供电受电控制部12的处理顺序的流程图。
图6中，供电受电控制部12，经由无线通信部16检测到来自供电装置50的供电要求时(S400)，根据电池30的SOC、从供电装置50所要求的电力量等，判定是否能够从电池30向家庭内负载装置70进行电力供给(S402)。在判定的结果为不能进行电力供给的情况下(步骤S402的判定结果为否定“否”)，向供电装置50通知出错(S404)。
另外，在能够进行电力供给的情况下(步骤S402的判定结果为肯定“是”)，供电受电控制部12，经由无线通信部16输出表示能够对供电装置50进行电力供给的许可通知(S406)。其后，与供电装置50的电连接完成时(步骤408的判定结果为肯定“是”)，将来自电池30的电力经由转换器22、供电受电部20输出到供电装置50，将来自电池30的电力向家庭内负载装置70供给(S410)。
如上所述，根据本变形例，供电受电控制部52，在接收到将来自电动汽车10的电力向家庭内负载装置70供给的要求、而且能够从电池30进行电力供给的情况下，与电动汽车10进行电连接，接受从电池30的电力供给。
上述的变形例中，对于响应来自供电装置50的要求而将来自电动汽车10所具备的电池30的电力向家庭内负载装置70供给的例子进行了说明。但是，例如，除了家庭内负载装置70以外，也可以将来自电池30的电力向在野外(露营地等)使用的电气设备供给。或者，也可以将来自电池30的电力向商用电源系统60供给。也就是说，也可以响应来自供电装置50的要求，使来自电池30的电力向商用电源系统60逆流。
另外，对于使将来自电池30的电力向野外的电气设备、商用电源系统60逆流时家庭侧的供电受电控制部52及车辆侧的供电受电控制部12的处理顺序，在如图5、图6所示的流程图中，将“家庭内负载装置”适当替换为“野外的电气设备”、“商用电源系统”来参考。
另外，作为切断电动汽车10和供电装置50的电连接的触发，如图4的步骤S208、图5的步骤S312所示，对根据用户的指示等而将向负载装置的电力供给停止的情况进行了说明。但是，例如，在电动汽车10与供电装置50电连接的状态下，有可能处于车内负载装置、家庭内负载装置由于某种出错而无法接受电力供给的状态的情况。这种情况下，家庭侧的供电受电控制部52，也可以对应于接收到来自车内负载装置、家庭内负载装置的出错通知，将电动汽车10与供电装置50之间的电连接切断。

Claims (8)

1.一种供电系统，包括：具备通过来自电池的电力来工作的车内负载装置的车辆、和使用来自商用电源系统的电力对所述电池充电的供电装置，其特征在于，
所述车辆具备：
供电请求部，其在停车状态下对向所述车内负载装置的电力供给的要求进行响应，向所述供电装置请求对所述车内负载装置的电力供给；和
受电部，其与所述车内负载装置连接，接受对所述请求进行响应而从所述供电装置供给的电力并向所述车内负载装置供给，
所述供电装置具备：
供电部，其对所述请求进行响应，以感应方式或传导方式与所述受电部进行连接，向所述受电部供给电力。
2.一种车辆，具备通过来自电池的电力来工作的车内负载装置，具备：
供电请求部，其在停车状态下对向所述车内负载装置的电力供给的要求进行响应，向使用来自商用电源系统的电力对所述电池进行充电的供电装置请求对所述车内负载装置的电力供给；和
受电部，其与所述车内负载装置连接，接受对所述请求进行响应而从所述供电装置供给的电力并向所述车内负载装置供给。
3.根据权利要求2所述的车辆，其特征在于，
还具备控制所述电池的充放电的控制部，
所述供电请求部，在要求了电力供给的车内负载装置是特定的车内负载装置的情况下，向所述供电装置请求对所述车内负载装置的电力供给，在不是特定的车内负载装置的情况下，向所述控制部请求从所述电池对所述车内负载装置的电力供给。
4.根据权利要求2所述的车辆，其特征在于，还具备：
控制所述电池的充放电的控制部；和
判定部，其对向所述车内负载装置的电力供给的要求进行响应，根据所述电池的充电状态判定是否能够向所述车内负载装置供给来自所述电池的电力，
所述供电请求部，在判定为不能向所述车内负载装置供给来自所述电池的电力的情况下，向所述供电装置请求对所述车内负载装置的电力供给，当判定为能够向所述车内负载装置供给来自所述电池的电力的情况下，向所述控制部请求从所述电池对所述车内负载装置的电力供给。
5.根据权利要求2所述的车辆，其特征在于，
所述供电请求部，在停车状态下所述电池的充电状态变得比预定的阈值小的情况下，向所述供电装置请求对所述电池的电力供给。
6.一种供电系统，包括：具备发电装置或电池的车辆、和将由该发电装置发电产生的电力或储存于电池的电力供给至所述车辆外部的电负载的供电装置，其特征在于，
所述供电装置具备：
请求部，其对用于开始从所述电池向所述电负载进行电力供给的要求进行响应，向所述车辆请求对所述电负载的电力供给；和
受电部，其如果从所述车辆接收到表示能够对所述请求进行响应而从所述电池进行电力供给的判定结果，则以感应方式或传导方式与所述车辆连接，向所述电负载供给来自所述电池的电力，
所述车辆具备：
判定部，其对所述请求进行响应，根据所述电池的充电状态判定能否向所述电负载供给来自所述电池的电力，将判定结果送出至供电装置；和
供电部，其以感应方式或传导方式与所述供电装置的所述受电部连接，向所述受电部供给来自所述电池的电力。
7.根据权利要求1所述的供电系统，其特征在于，
所述供电装置的所述供电部，对电力供给的停止指示进行响应，切断与所述受电部的连接。
8.根据权利要求6所述的供电系统，其特征在于，
所述供电装置的所述受电部，对电力供给的停止指示进行响应，切断与所述供电部的连接。
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