JP5678910B2 - Power supply - Google Patents

Description

  The present invention relates to a power supply device, and more particularly to a power supply device that supplies power discharged from a battery mounted on a vehicle to the outside of the vehicle.

  As an environmentally-friendly vehicle, a vehicle that is mounted with a power storage device (for example, a secondary battery or a capacitor) and that uses a driving force generated from electric power stored in the power storage device has attracted attention. Such vehicles include, for example, electric vehicles, hybrid vehicles, fuel cell vehicles, and the like. The power storage devices mounted on these vehicles are charged by a power source outside the vehicle such as a commercial power source with high power generation efficiency (hereinafter also simply referred to as “external power source”) (hereinafter also simply referred to as “external charging”). Techniques to do this have been proposed.

  As one of the methods of using a vehicle capable of such external charging, as described in Japanese Patent Laid-Open No. 11-178234 (Patent Document 1), electric power is transferred from the vehicle to the house side in an emergency or the like. Supplying and enabling the use of residential electrical equipment is also being considered. In Japanese Patent Application Laid-Open No. 11-178234, power is supplied from a vehicle to a house via a charger / discharger.

JP-A-11-178234

  By the way, it is preferable to implement a function for forcibly stopping power feeding as one method for improving safety when power is supplied from a vehicle to a house. In Japanese Patent Application Laid-Open No. 11-178234, a technique for forcibly stopping power supply from a vehicle to a house is not sufficiently disclosed.

  The present invention has been made to solve the above-described problems, and an object thereof is to provide a suitable technique for forcibly stopping power feeding from a vehicle by a user operation.

  In an embodiment, the power supply device outputs the power input to the input unit from a battery mounted on the vehicle from the output unit to the outside of the vehicle. The power supply device includes: a first connection unit that electrically connects the input unit and the output unit; a first capacitor that is connected to a power line that connects the first connection unit and the output unit; and a second capacitor; When operated by a user, the second connection portion that electrically cuts off the first capacitor and the second capacitor from the power line, and the first connection portion while power is supplied from the first capacitor. The battery is operated by the power supplied from the second capacitor when the user operates the maintenance unit that maintains the state where the input unit and the output unit are electrically connected, and the second connection unit. And a transmitter for transmitting a signal for stopping the discharge from the vehicle to the vehicle. The first capacitor holds electric charge for a time longer than the time from when the first capacitor and the second capacitor are electrically disconnected from the power line until the transmitter transmits a signal. The first connecting unit shuts off the input unit and the output unit when the power supply from the first capacitor to the maintaining unit is stopped.

  According to this configuration, when the second connection unit is operated by the user to urgently stop power feeding, the transmitter unit operates with the power supplied from the second capacitor, thereby stopping the discharge from the battery. Can be sent to the vehicle. Further, the voltage of the first capacitor decreases with the passage of time, so that the vehicle can be electrically shut off finally in the power supply device. At this time, before electrically disconnecting the vehicle, a signal for stopping the discharge from the battery can be transmitted to the vehicle. Therefore, the power supply path in the power supply apparatus can be interrupted after stopping the discharge from the battery in the vehicle. Therefore, it is possible to avoid a state where the vehicle is discharged in a state where the power supply path is interrupted. Therefore, safety can be improved.

  In another embodiment, when power is supplied from the second capacitor, the first connection portion maintains a state where the battery and the power supply device are electrically connected. The maintaining unit supplies power discharged from the second capacitor to the first connection unit while power is supplied from the first capacitor.

  According to this configuration, the first capacitor is not used as a power source for the transmission unit and the first connection unit, but is used only for determining the timing for driving the first connection unit. It is easy to reduce the charge of one capacitor. Therefore, the operation timing of the first connection portion can be controlled with high accuracy.

  In another embodiment, the second capacitor holds charge longer than the first capacitor after the first capacitor and the second capacitor are electrically disconnected from the power line.

  According to this configuration, the timing at which the power supply path is electrically interrupted in the power supply apparatus can be reliably controlled by the first capacitor instead of the second capacitor.

It is a figure which shows a vehicle, a power supply stand, and a house. 1 is an overall schematic view of a vehicle. It is a figure which shows a V2H stand. It is a figure which shows the V2H stand of the state which closed the relay. It is a figure which shows the V2H stand when operating an emergency stop switch. It is a figure which shows a V2H stand when the charge of a C1 capacitor becomes zero. It is a flowchart which shows the process performed in a vehicle and a V2H stand.

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

  With reference to FIG. 1, as an example, electric power is supplied to vehicle 100 from commercial power supply 500 via charging stand 200 and house 300. In the present embodiment, battery 110 of vehicle 100 is charged by an alternating current supplied from commercial power supply 500 via house 300. You may make it charge the battery 110 with the direct current supplied from the battery (not shown) installed in the house 300. FIG.

  Charging stand 200 includes a charging cable 202 and a charging connector 204. One end of the charging cable 202 is connected to the charging stand 200, and a charging connector 204 is provided at the other end. As shown in FIG. 1, the charging connector 204 is connected to the vehicle.

  In a state where the charging connector 204 is connected to the vehicle 100, the charging stand 200 supplies electric power from the commercial power source 500 to the vehicle. As an example, the charging stand 200 is electrically connected to the distribution board 302 of the house 300. Distribution board 302 is connected to commercial power supply 500.

  The vehicle 100 will be described with reference to FIG. Vehicle 100 includes a battery 110, a relay 112, a PCU (Power Control Unit) 120, a motor generator 130, an engine 132, a speed reducer 140, and drive wheels 150.

  The battery 110 is, for example, a lithium ion battery, a nickel metal hydride battery, or a lead storage battery. A capacitor may be used instead of the battery 110.

  Battery 110 is connected to PCU 120 via relay 112. Battery 110 supplies power for generating driving force of vehicle 100 to PCU 120. Battery 110 stores the electric power generated by motor generator 130. The voltage of the battery 110 is about 200V, for example.

  When the relay 112 between the battery 110 and the PCU 120 is opened, the battery 110 is disconnected from the electric circuit of the vehicle 100. On the other hand, when the relay 112 is closed, the battery 110 is connected to the electric circuit of the vehicle 100, and the battery 110 can be charged and discharged. The opening / closing operation of the relay 112 is controlled by an ECU (Electronic Control Unit) 160 as a control device.

  PCU 120 includes a converter for boosting the power supply voltage from battery 110, an inverter for converting DC power boosted by the converter into AC power for driving motor generator 130, and the like.

  Motor generator 130 is an AC rotating electric machine, for example, a permanent magnet type synchronous electric motor including a rotor in which permanent magnets are embedded. The output torque of motor generator 130 is transmitted to drive wheel 150 via reduction gear 140. The motor generator 130 can generate electric power by the rotational force of the drive wheels 150 during the regenerative braking operation of the vehicle 100. The generated power is converted into charging power for the battery 110 by the PCU 120. The PCU 120 is controlled by the ECU 160.

  2 shows a configuration in which one motor generator is provided, the number of motor generators is not limited to this, and a configuration in which a plurality of motor generators are provided may be employed.

  The engine 132 is a known internal combustion engine as an example. In the present embodiment, engine 132 is operated when the remaining capacity (SOC: State Of Charge) of battery 110 falls below a threshold value. When engine 132 is operated, motor generator 130 can generate power.

Note that the present invention may be applied to a vehicle on which the engine 132 is not mounted.
Vehicle 100 further includes a charging device 170 and an inlet 172. The charging device 170 is a device for charging the battery 110 with electric power from the commercial power source 500. The charging device 170 converts an alternating current supplied from the commercial power source 500 into a direct current, boosts or lowers the voltage to a desired voltage, and supplies the voltage to the battery 110. Charging device 170 is connected to inlet 172.

  Inlet 172 is provided on the outer surface of vehicle 100. The charging connector 204 of the charging cable 202 is connected to the inlet 172. Accordingly, the inlet 172 is connected to the commercial power supply 500 via the charging cable 202.

  Vehicle 100 further includes a discharge device 180. Discharge device 180 is a device for supplying electric power from vehicle 100 to an electronic device or the like outside vehicle 100. As an example, the discharge device 180 converts an alternating current discharged from the battery 110 into a direct current, and boosts or lowers the voltage to a desired voltage. As an example, the electric power discharged from the battery 110 is output from the inlet 172 toward the outside of the vehicle. Note that power may be output from the outlet provided separately from the inlet 172 toward the outside of the vehicle.

  Hereinafter, the configuration 7 for supplying power from the vehicle 100 to the outside of the vehicle 100 will be described. Referring to FIG. 3, for example, after a disaster occurs, vehicle 100 supplies electric power to electrical device 304 of house 300 via a V2H (Vehicle to Home) stand 400. Instead of installing the V2H stand 400 outside the vehicle 100, the V2H stand 400 may be built in the vehicle 100, or installed in the premises of the house 300 or indoors. The V2H stand 400 corresponds to the power supply device described in the claims.

  The input unit 402 of the V2H stand 400 is connected to the inlet 172 of the vehicle 100 via a cable or the like. Similarly, the output unit 404 of the V2H stand 400 is connected to the distribution board 302 of the house 300 via a cable or the like. The V2H stand 400 outputs the electric power input from the battery 110 mounted on the vehicle 100 to the input unit 402 from the output unit 404 to the house 300 outside the vehicle 100.

  V2H stand 400 includes relay 406, C1 capacitor 411 and C2 capacitor 412, emergency stop switch 420, transistor 430, and communication device 440.

  For example, when operated by a user, relay 406 electrically connects input unit 402 and output unit 404. Further, when power is supplied from the C2 capacitor 412, the relay 406 maintains a state where the input unit 402 and the output unit 404 are electrically connected. Further, when the power supply from the C2 capacitor 412 is stopped, the relay 406 returns to a state where the input unit 402 and the output unit 404 are electrically cut off by the biasing force of a spring, for example. The relay 406 corresponds to the first connection portion described in the claims.

  The C1 capacitor 411 and the C2 capacitor 412 are connected to the power line 408 that connects the relay 406 and the output unit 404 via the rectifier circuit 450.

  The emergency stop switch 420 is normally closed and electrically connects the C1 capacitor 411 and the C2 capacitor 412 to the power line 408. On the other hand, the emergency stop switch 420 electrically disconnects the C1 capacitor 411 and the C2 capacitor 412 from the power line 408 when operated by the user. The emergency stop switch 420 corresponds to a second connection portion described in the claims.

  Note that in this embodiment, the C2 capacitor 412 is configured to hold charges longer than the C1 capacitor 411 after the C1 capacitor 411 and the C2 capacitor 412 are electrically disconnected from the power line 408.

  The positive electrode of the C1 capacitor 411 is connected to the base of the transistor 430, and the positive electrode of the C2 capacitor 412 is connected to the collector of the transistor 430 through the coil of the relay 406. Therefore, when power is supplied from the C1 capacitor 411 to the base of the transistor 430, the power discharged from the C2 capacitor 412 can pass through the coil of the relay 406. As a result, the transistor 430 supplies the power discharged from the C2 capacitor 412 to the relay 406 while the power is supplied from the C1 capacitor 411. Therefore, when the power supply from the C1 capacitor 411 is stopped, the transistor 430 stops the power supply from the C2 capacitor 412 to the relay 406. Here, when the power supply from the C2 capacitor 412 stops, the relay 406 electrically cuts off the input unit 402 and the output unit 404. As a result, the relay 406 stops the power supply from the C1 capacitor 411 to the transistor 430. Then, the input unit 402 and the output unit 404 are electrically disconnected.

  In addition, when power is supplied from the C2 capacitor 412, the relay 406 maintains a state where the input unit 402 and the output unit 404 are electrically connected. As a result, the transistor 430 receives power from the C1 capacitor 411. While being supplied, the relay 406 maintains the state where the input unit 402 and the output unit 404 are electrically connected. The transistor 430 corresponds to a maintaining unit described in the claims.

  The voltages of the C1 capacitor 411 and the C2 capacitor 412 are detected by a voltage sensor (not shown), and a signal indicating the voltage is transmitted to the ECU 160 of the vehicle 100 via the communication device 440.

  The power supply from the C1 capacitor 411 to the base of the transistor 430 can be stopped intentionally by opening a switch (not shown) provided between the positive electrode of the C1 capacitor 411 and the base of the transistor 430, for example. .

  The communication device 440 is a device for transmitting / receiving various information to / from the vehicle 100. In particular, in the present embodiment, the communication device 440 is operated by the power supplied from the C2 capacitor 412 when the emergency stop switch 420 is operated by the user, and stops the discharge from the battery 110. Is transmitted to the vehicle 100. Communication device 440 transmits a discharge stop request signal to vehicle 100 by any method such as wireless communication or wired communication. The communication device 440 corresponds to a transmission unit described in the claims.

  As an example, when ECU 160 of vehicle 100 receives a discharge stop request signal from communication device 440, ECU 160 opens relay 112 of vehicle 100 and stops discharge device 180. Note that the processing caused by the discharge stop request signal is not limited to these.

  In the present embodiment, the C1 capacitor 411 holds electric charge for a time longer than the time from when the C1 capacitor 411 and the C2 capacitor 412 are electrically disconnected from the power line 408 until the communication device 440 transmits a discharge stop request signal. Configured as follows.

  Hereinafter, the operation of the V2H stand 400 will be described. Before starting the power supply from the vehicle 100, the relay 406 is opened and the emergency stop switch 420 is kept closed as shown in FIG. In this state, when the user operates a button or the like to start power supply from the vehicle 100, the relay 406 is closed as shown in FIG. 4, and the input unit 402 and the output unit 404 of the V2H stand 400 are electrically connected. Connected. When discharging from the battery 110 of the vehicle 100 is started in this state, electric power that has passed through the input unit 402 and the output unit 404 is supplied to the house 300. In addition, the thick line arrow in FIG. 4 shows the direction of electric current.

  In the state shown in FIG. 4, the C1 capacitor 411 and the C2 capacitor 412 are charged by supplying power to the C1 capacitor 411 and the C2 capacitor 412 as well. As a result of power being supplied to the base of the transistor 430, power is supplied to the coil of the relay 406. Therefore, the relay 406 is kept closed even after the user releases the button for operating the relay 406 or the like. Therefore, the power supply from the vehicle 100 to the house 300 is continued.

  When power is supplied from the vehicle 100 to the house 300, if the user operates the emergency stop switch 420 for any reason, the emergency stop switch 420 is opened and the C1 capacitor 411 and the C2 capacitor 412 are connected to the power line as shown in FIG. 408 is electrically disconnected.

  At this time, the communication device 440 is operated by the electric power supplied from the C2 capacitor 412, detects that the emergency stop switch 420 is operated by the user, and sends a discharge stop request signal for stopping the discharge from the battery 110 to the vehicle 100. Send to. When receiving the discharge stop request signal, the ECU 160 of the vehicle 100 opens the relay 112 of the vehicle 100 to cut off the battery 110 from the electric circuit and stops the discharge device 180. As a result, the discharge from the battery 110 is stopped.

  In the state shown in FIG. 5, power is supplied from the C1 capacitor 411 to the base of the transistor 430, and as a result, power is supplied from the C2 capacitor 412 to the coil of the relay 406. Therefore, the state where the relay 406 is closed is maintained.

  Referring to FIG. 6, when the charge held by C1 capacitor 411 becomes zero, even if the charge of C2 capacitor 412 remains, as a result of the power supply to the base of transistor 430 being stopped, Power supply is stopped. Therefore, the relay 406 is opened by the biasing force of the spring, and the input unit 402 and the output unit 404 of the V2H stand 400 are electrically disconnected. Therefore, the power supply stop process from the vehicle 100 to the house 300 is completed.

  Here, the C1 capacitor 411 holds the charge longer than the time from when the C1 capacitor 411 and the C2 capacitor 412 are electrically disconnected from the power line 408 until the communication device 440 transmits the discharge stop request signal. After the discharge stop request signal is transmitted, the power supply from the C1 capacitor 411 to the base of the transistor 430 is stopped. Therefore, after stopping the discharge from the battery 110 in the vehicle 100 first, the power supply path in the V2H stand 400 can be cut off. Therefore, it is possible to avoid a state in which the vehicle 100 is discharged in a state where the power supply path is interrupted. Therefore, safety can be improved.

  In addition, the C1 capacitor 411 is not used as a power source for the communication device 440 and the relay 406, but is used only for determining the timing for opening and closing the relay 406. Therefore, the charge of the C1 capacitor 411 is easily reduced at a designed speed. Therefore, the opening / closing timing of the relay 406 can be controlled with high accuracy.

  Note that even when the charge of the C2 capacitor 412 becomes zero, the relay 406 can be opened to cut off the power feeding path. However, in this embodiment, the C2 capacitor 412 is electrically connected to the power line 408 by the C1 capacitor 411 and the C2 capacitor 412. Since the electric charge is held longer than that of the C1 capacitor 411, the timing at which the power supply path is electrically interrupted in the V2H stand 400 can be reliably controlled by the C1 capacitor 411 instead of the C2 capacitor 412.

  Hereinafter, with reference to FIG. 7, processing executed in vehicle 100 and V2H stand 400 in the present embodiment will be described.

  In step (hereinafter step is abbreviated as S) 100, it is determined whether or not emergency stop switch 420 has been operated. When emergency stop switch 420 is operated (YES in S100), a discharge stop request signal is transmitted from communication device 440 of V2H stand 400 to ECU 160 of vehicle 100 as described above. When emergency stop switch 420 is operated (YES in S100), it is determined in S102 whether the voltage of C2 capacitor 412 is equal to or higher than a predetermined threshold value.

  If the voltage of C2 capacitor 412 is lower than the predetermined threshold (NO in S102), ECU 160 executes processing such as opening relay 112 of vehicle 100 to discharge from battery 110 in S104. Stop forcibly. Thereafter, when the charge of the C1 capacitor 411 becomes zero, the relay 406 is opened in S106, and the power supply path in the V2H stand 400 is cut off.

  On the other hand, when the voltage of C2 capacitor 412 is equal to or higher than a predetermined threshold (YES in S102), communication device 440 is operated to transmit / receive a lot of information to / from vehicle 100 in V2H stand 400. It is considered that sufficient power remains. Therefore, in this case, various information is transmitted and received between the vehicle 100 and the communication device 440, and the following processing is executed.

  In S108, ECU 160 determines whether or not power is generated by operating engine 132. If power is being generated (YES in S108), engine 132 is stopped in S110.

  In S110, ECU 160 determines whether or not battery 110 is being discharged. If not discharging (NO in S112), in S114, ECU 160 determines whether engine 100 was operated when emergency stop switch 420 was operated, and whether discharge from vehicle 100 was stopped, or the like. Store information.

  Further, at S 116, ECU 160 of vehicle 100 opens relay 112 of vehicle 100 to cut off battery 110 from the electric circuit of vehicle 100 and to stop discharge device 180.

  Thereafter, in S118, power supply from the C1 capacitor 411 to the transistor 430 is stopped in the V2H stand 400. As a result, the relay 406 is opened, and the input unit 402 and the output unit 404 of the V2H stand 400 are electrically disconnected.

  In S120, ECU 160 stores information such as whether engine 100 was operated when emergency stop switch 420 was operated, and whether battery 100 was discharged.

  As described above, according to the present embodiment, when the emergency stop switch 420 is operated by the user to urgently stop the power supply from the vehicle 100, the communication device 440 operates with the power supplied from the C2 capacitor 412. Thus, a discharge stop request signal for stopping discharge from the battery 110 can be transmitted to the vehicle. Further, as the voltage of the C1 capacitor 411 decreases with time, the power supply path in the V2H stand 400 can be electrically cut off finally. At this time, the discharge stop request signal can be transmitted to the vehicle before the power supply path is cut off. Therefore, the power supply path in the V2H stand 400 can be interrupted after the discharge from the battery 110 is stopped in the vehicle 100. Therefore, it is possible to avoid a state in which the vehicle 100 is discharged in a state where the power supply path is interrupted. Therefore, safety can be improved.

  The embodiment disclosed this time should be considered as illustrative in all points and not restrictive. The scope of the present invention is defined by the terms of the claims, rather than the description above, and is intended to include any modifications within the scope and meaning equivalent to the terms of the claims.

  100 vehicle, 110 battery, 112 relay, 130 motor generator, 132 engine, 140 speed reducer, 150 drive wheel, 160 ECU, 170 charging device, 172 inlet, 180 discharging device, 200 charging stand, 202 charging cable, 204 charging connector, 300 house, 302 distribution board, 304 electrical equipment, 400 V2H stand, 402 input unit, 404 output unit, 406 relay, 408 power line, 411, 412 capacitor, 420 emergency stop switch, 430 transistor, 440 communication device, 450 rectifier circuit 500 commercial power.

Claims (3)

A power supply device that outputs electric power input to an input unit from a battery mounted on a vehicle from an output unit to the outside of the vehicle,
A first connection part for electrically connecting the input part and the output part;
A first capacitor and a second capacitor connected to a power line connecting the first connection portion and the output portion;
A second connection for electrically disconnecting the first capacitor and the second capacitor from the power line when operated by a user;
While the power is supplied from the first capacitor, a maintaining unit that maintains the state where the input unit and the output unit are electrically connected to the first connection unit,
A transmission unit that is operated by the electric power supplied from the second capacitor when the second connection unit is operated by the user and transmits a signal for stopping discharge from the battery to the vehicle; ,
The first capacitor holds a charge longer than a time from when the first capacitor and the second capacitor are electrically disconnected from the power line until the transmitter transmits the signal,
The first connection unit is a power supply device that shuts off the input unit and the output unit when power supply from the first capacitor to the maintenance unit stops. When power is supplied from the second capacitor, the first connection unit maintains a state in which the battery and the power supply device are electrically connected,
2. The power supply device according to claim 1, wherein the maintenance unit supplies power discharged from the second capacitor to the first connection unit while power is supplied from the first capacitor.   The second capacitor holds the charge longer than the first capacitor after the first capacitor and the second capacitor are electrically disconnected from the power line. The power supply apparatus according to claim 2.

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