JP5873365B2 - Power supply system - Google Patents

Description

  The present invention relates to a power feeding system.

  Conventionally, for example, in the case of a power failure of the system power supply for a fuel cell system operated by the power of the system power supply, the storage battery of the fuel cell vehicle is connected to the inverter of the fuel cell system and is connected to the inverter of the fuel cell system A power supply system that supplies power to a load device from a fuel cell vehicle is known (see, for example, Patent Document 1).

Japanese Patent No. 4520959

  By the way, according to the power supply system according to the above prior art, a power source is also required for the control device that controls the inverter of the fuel cell system in the event of a power failure of the system power source. This causes a problem that the system becomes large.

  The present invention has been made in view of the above circumstances, and an object of the present invention is to provide a power feeding system that can prevent the system configuration from becoming large and can integrally control power feeding to the outside.

In order to solve the above problems and achieve the object, a power feeding system according to claim 1 of the present invention is an electric vehicle (for example, the fuel cell vehicle 11 in the embodiment) and is attachable to and detachable from the electric vehicle. An electric power supply system including an external power supply device (for example, the inverter device 12 in the embodiment), wherein the electric vehicle includes a power source (for example, the fuel cell stack 21 and the battery 22 in the embodiment), and the A traveling motor driven by the power of the power source (for example, the traveling motor 24 in the embodiment), an auxiliary power source (for example, the 12V battery 29 in the embodiment), and the power of the auxiliary power source Control means (for example, the control device 34 in the embodiment) that operates, and the external power feeding device is a power feeding port (for example, a power feeding port in the embodiment) of the electric vehicle connected to the power source. 11 ) That can be fitted to the power supply connector (for example, the power supply connector 12a in the embodiment) and power conversion means (for example, in the embodiment) that converts the power output from the power supply connector fitted to the power supply port. Inverter 81) is supplied from the auxiliary power supply by an auxiliary power line (for example, a signal line of an IGP signal in the embodiment) that is connected by fitting between the power supply port and the power supply connector. Power control means (for example, the inverter control device 82 in the embodiment) that controls the power conversion operation of the power conversion means, and a detection unit that detects the input voltage of the power conversion means (for example, an inverter voltage sensor 84) in the embodiment, wherein the power control means, said power conversion means when obtaining the feed execution signal outputted from said control means It activates the power conversion operation, the power conversion operation of said power conversion means when not get the power feeding execution signal is stopped, the power control unit, the control abnormality information indicating the occurrence of abnormality in said power conversion means And the abnormality information is obtained by dividing a voltage of a signal (for example, a VCC signal in the embodiment) output from the control unit to the power control unit. It is detected based on the voltage of a signal (for example, the VINV signal in the embodiment) corresponding to the input voltage of the means.

Further, in the power supply system according to claim 2 of the present invention, the voltage of the signal (for example, the VCC signal in the embodiment) output from the control means to the power control means is supplied from the auxiliary power supply. It is obtained by dividing the voltage of the generated power.

Furthermore, in the power supply system according to claim 3 of the present invention, the control means outputs the power supply execution signal when an ignition switch provided in the electric vehicle is turned on.
Furthermore, in the power supply system according to claim 4 of the present invention, the electric vehicle is configured such that the external power supply contactor capable of disconnecting the connection between the power source and the external power supply device (for example, the precharge contactor 51 in the embodiment, the positive electrode). Side external power supply contactor 53 and negative electrode side external power supply contactor 54), and when the ignition switch is turned on, the control means switches the external power supply contactor from cutoff to connection, and outputs the power supply execution signal. .

  According to the power feeding system of the first aspect of the present invention, it is possible to prevent the system configuration from becoming large and complicated without the necessity of providing the power source of the power control means outside the electric vehicle, and to reduce the cost required for the device configuration. Power supply from the electric vehicle to the external load via the external power supply device can be controlled in an integrated and centralized manner by the control means while preventing the bulkiness.

Furthermore, the control unit can stop the output of the power supply execution signal when, for example, abnormality information is acquired, and can quickly and easily stop the power conversion operation of the power conversion unit when an abnormality occurs.

According to the power supply system according to claim 4 of the present invention, the control means can control the power supply from the power source of the electric vehicle to the external power supply device by the external power supply contactor. The power supply to the apparatus can be stopped.

It is a lineblock diagram of an electric supply system concerning an embodiment of the invention. It is a graph which shows the correspondence of the inverter voltage (detection value) VI detected by the inverter voltage sensor of the electric power feeding system which concerns on embodiment of this invention, and the voltage of the VINV signal acquired in ECU. It is a figure which shows an example of the change of the VCC signal of the electric power feeding system which concerns on embodiment of this invention, an IGP signal, and an inverter output permission signal.

  Hereinafter, a power supply system according to an embodiment of the present invention will be described with reference to the accompanying drawings.

  A power feeding system 10 according to the present embodiment is configured to include a fuel cell vehicle 11 and an inverter device 12 provided separately from the fuel cell vehicle 11 as shown in FIG. Electric power is supplied to an external load 13 such as an AC device.

The fuel cell vehicle 11 includes, for example, a power supply port 11a connected to the power source of the fuel cell vehicle 11 in the trunk room at the rear of the vehicle, and the inverter device 12 can be mounted in the trunk room.
The inverter device 12 includes, for example, a power supply connector 12 a that is detachably fitted to a power supply port 11 a provided in the fuel cell vehicle 11.
As will be described later, the power supply connector 12a includes a plurality of connector pins that can be electrically connected to a plurality of terminals provided in the power supply port 11a.

  In the fuel cell vehicle 11 and the inverter device 12, the power supply connector 12a of the inverter device 12 is fitted to the power supply port 11a of the fuel cell vehicle 11, and the power supply connector 12a is connected to a plurality of terminals of the power supply port 11a along with this fitting. Electrical connection is established by connecting a plurality of connector pins.

  The inverter device 12 includes, for example, a power output unit 12b that can be electrically connected to the external load 13, and converts the DC power of the fuel cell vehicle 11 input from the power supply connector 12a into AC power. Later AC power can be supplied from the power output unit 12b to the external load 13.

  The fuel cell vehicle 11 includes, for example, a fuel cell stack 21, a battery 22, a voltage regulator (VCU) 23, a travel motor 24, a power drive unit (PDU) 25, an air pump 26, and an air pump inverter (APINV). ) 27, downverter (DV) 28, 12V battery 29, battery precharge unit 30 and battery contactor unit 31, external power supply precharge unit 32 and external power supply contactor unit 33, and control device 34. Configured.

  The fuel cell stack 21 includes, for example, a solid polymer electrolyte membrane composed of a cation exchange membrane, a fuel electrode (anode) composed of an anode catalyst and a gas diffusion layer, and an oxygen electrode (cathode) composed of a cathode catalyst and a gas diffusion layer. And an electrolyte electrode structure sandwiched between a plurality of fuel cell units sandwiched between a pair of separators. And the laminated body of the fuel cell is pinched | interposed from the both sides of the lamination direction by a pair of end plate.

Air, which is an oxidant gas (reaction gas) containing oxygen, can be supplied from the air pump 26 to the cathode of the fuel cell stack 21, and a fuel tank (reaction gas) containing hydrogen is a high-pressure hydrogen tank (not shown) to the anode. ) Or the like.
Then, during the supply of the reaction gas, hydrogen ionized by the catalytic reaction on the anode catalyst of the anode moves to the cathode through the moderately humidified solid polymer electrolyte membrane, and the electrons generated along with this movement Is taken out to an external circuit to generate DC power. At this time, at the cathode, hydrogen ions, electrons and oxygen react to produce water.

  The battery 22 is, for example, a high-voltage lithium ion type secondary battery, and is connected to the fuel cell stack 21 via a voltage regulator 23.

The voltage regulator 23 includes, for example, a DC-DC converter and the like, and performs voltage regulation for power exchange between the fuel cell stack 21 and the battery 22.
The voltage regulator 23 includes, for example, a smoothing capacitor 23a on the battery 22 side.

The traveling motor 24 is, for example, a U-phase, V-phase, and W-phase three-phase DC brushless motor, and is capable of powering operation and power generation operation according to control by the power drive unit 25.
For example, the traveling motor 24 performs a power running operation by applying an alternating phase current to the coils of each phase, and drives the drive wheels W via the transmission (T / M) 24a. Further, when the fuel cell vehicle 11 is decelerated, a driving force is transmitted from the driving wheel side to perform a power generation operation (regenerative operation) and output generated power (regenerative power).

  The power drive unit 25 includes, for example, a bridge circuit formed by bridge connection using a plurality of switching elements such as transistors, and an inverter using pulse width modulation (PWM) including a smoothing capacitor.

  For example, during the power running operation of the traveling motor 24, the inverter switches on (conductive) / off (blocked) each switching element that forms a pair for each phase based on the PWM signal output from the control device 34. As a result, the DC power supplied from the battery 22 via the voltage regulator 23 or the DC power supplied from the fuel cell stack 21 is converted into three-phase AC power and energized to the coils of each phase of the traveling motor 24. Are sequentially commutated to energize each phase current of AC.

  On the other hand, for example, during power generation operation of the traveling motor 24, the inverter turns each switching element on (conductive) / off (cut off) in accordance with a gate signal synchronized based on the rotation angle of the rotor of the traveling motor 24. The AC generated power output from the traveling motor 24 is converted into DC power.

  The air pump 26 is, for example, an electric compressor including a pump driving motor (not shown) that is rotationally driven by AC power output from the air pump inverter 27. The air pump 26 takes in air from the outside and compresses the compressed air. To the cathode of the fuel cell stack 21 as a reaction gas.

  The air pump inverter 27 is, for example, a pulse width modulation (PWM) PWM inverter or the like, and based on a control signal output from the control device 34, direct current power or fuel supplied from the battery 22 via the voltage regulator 23. The pump drive motor of the air pump 26 is rotationally driven by the DC power supplied from the battery stack 21 to control the rotation speed of the pump drive motor.

  The downverter 28 includes, for example, a DC-DC converter or the like, and converts a high voltage between the terminals of the battery 22 or a high voltage applied from the fuel cell stack 21 via the voltage regulator 23 to a predetermined low voltage (12 V). The 12V battery 29 is charged with the predetermined voltage power after step-down.

  The 12V battery 29 outputs, for example, low-voltage predetermined voltage power for driving an electric load including the control device 34 and various auxiliary machines.

The battery precharge unit 30 and the battery contactor unit 31 are provided between the battery 22, the voltage regulator 23, and the downverter 28, for example.
The battery precharge unit 30 includes, for example, a precharge contactor 41 and a precharge resistor 42 connected in series.

The battery contactor unit 31 includes, for example, a positive battery contactor 43 connected to the positive terminal of the battery 22 in the high voltage line (HV +) on the positive electrode side of the fuel cell vehicle 11 and a battery 22 in the high voltage line (HV−) on the negative electrode side. And a negative electrode side battery contactor 44 connected to the negative electrode terminal.
The battery precharge unit 30 is connected to both ends of the positive battery contactor 43 (that is, in parallel to the positive battery contactor 43).

The external power supply precharge unit 32 and the external power supply contactor unit 33 are provided, for example, between the battery precharge unit 30 and the battery contactor unit 31 and the power supply port 11a.
The external power feeding precharge unit 32 includes, for example, a precharge contactor 51 and a precharge resistor 52 connected in series.

The external power supply contactor 33 includes, for example, a positive-side external power supply contactor 53 connected to the positive-side battery contactor 43 in the positive-side high-voltage line (HV +) of the fuel cell vehicle 11 and a negative-side high-voltage line (HV−). A negative-side external power supply contactor 54 connected to the negative-side battery contactor 44.
The external power supply precharge unit 32 is connected to both ends of the positive electrode side external power supply contactor 53 (that is, in parallel to the positive electrode side external power supply contactor 53 ) .

  And each contactor 41,43,44,51,53,54 can switch conduction | electrical_connection and interruption | blocking based on the control signal output from the control apparatus 34, for example.

  The control device 34 includes an ECU (Electronic Control Unit) 61 configured by an electronic circuit such as a CPU (Central Processing Unit).

The ECU 61 controls the power running operation and the power generation operation of the traveling motor 24 by controlling the power conversion operation of the power drive unit 25, for example.
For example, the ECU 61 calculates the target torque of the travel motor 24 based on signals output from various sensors, switches, and the like so that the torque actually output from the travel motor 24 matches the target torque. The feedback control for the current supplied to the traveling motor 24 is performed.

  The ECU 61 controls the reaction to the fuel cell stack 21 by controlling the power conversion operation of the air pump inverter 27, the opening and closing of various valves provided in the reaction gas flow path, the voltage adjustment operation of the voltage regulator 23, and the like. The gas supply and the power generation amount of the fuel cell stack 21 are controlled.

  The ECU 61 controls, for example, monitoring and protection of the high-voltage equipment system including the battery 22 based on, for example, signals output from various sensors and switches, and further, a signal output from the inverter control device 82.

  For example, the ECU 61 uses the fuel cell vehicle 11 based on command signals such as an ignition switch 71 and a power switch 72 and detection signals such as a speed sensor 73, an accelerator pedal opening sensor 74, and a brake pedal switch (not shown). Control the operating state of

The ignition switch 71 outputs a command signal (IGSW) instructing start and stop of the fuel cell vehicle 11 according to the operation of the driver.
Further, the power switch 72 outputs a command signal (PSW) instructing activation of the fuel cell stack 21 (for example, activation of the air pump 26, etc.) according to the operation of the driver.

The speed sensor 73 detects the speed of the fuel cell vehicle 11.
The accelerator pedal opening sensor 74 detects the stroke amount (accelerator opening) of the accelerator pedal according to the depression of the accelerator pedal by the driver.
The brake pedal switch detects whether the driver has operated the brake pedal.

Further, for example, the ECU 61 detects each detection signal of the battery voltage sensor 75 that detects the voltage (battery voltage) VB between the terminals of the battery 22, the battery current sensor 76 that detects the current IB, and the battery temperature sensor 77 that detects the temperature TB. Based on this, various state quantities such as remaining capacity SOC (State Of Charge) are calculated.
Then, based on the various state quantities calculated, the battery precharge unit 30 and the battery contactor unit 31 are controlled to be turned on and off, thereby controlling the charging and discharging of the battery 22.

  Note that the ECU 61 is connected to a meter 78 made up of instruments for displaying various states of the fuel cell vehicle 11 together with various sensors and switches.

Further, as will be described later, the ECU 61 controls the power supply to the inverter device 12 connected to the fuel cell vehicle 11 and the power conversion operation of the inverter device 12, and detects whether the inverter device 12 is abnormal.
For example, the ECU 61 controls power supply to the inverter device 12 by controlling conduction and interruption of the external power supply precharge unit 32 and the external power supply contactor unit 33.

  For example, the inverter device 12 includes at least one inverter 81 and an inverter control device 82.

The inverter 81 includes, for example, a bridge circuit formed by a bridge connection using a plurality of switching elements such as transistors and a smoothing capacitor. Based on a switching command signal output from the inverter control device 82, each switching element is turned on (conducted). ) / Off (blocking). Thus, direct current supplied from the power source of the fuel cell vehicle 11 (for example, the fuel cell stack 21 and the battery 22) via the power supply connector 12a fitted to the power supply port 11a provided in the fuel cell vehicle 11. The power can be converted into AC power, and the converted AC power can be supplied to the external load 13.
The inverter 81 is connected to the external power supply contactor unit 33 through, for example, a smoothing capacitor 81a.

  The inverter control device 82 is operated by, for example, control power supplied from the ECU 61 of the fuel cell vehicle 11, and in response to various command signals output from the ECU 61, the inverter 81 and the power supply connector 12 a electromagnetically. The power supply to the external load 13 is controlled by controlling the operation of the lock 83.

  Further, the inverter control device 82, for example, based on the detection signal of the inverter voltage sensor 84 that detects the input voltage (inverter voltage VI) of the inverter 81, an information signal related to the state of the inverter device 12 (for example, an inverter voltage described later) Output a VINV signal, etc.).

  For example, the inverter control device 82 inputs the terminals connected to the connector pins P1 to P10 provided in the power supply connector 12a and the electromagnetic lock 83 that supplies power for driving the electromagnetic lock 83 of the power supply connector 12a. A terminal connected to the terminal P11; and a terminal connected to an output terminal P12 of a disconnection detection circuit (not shown) such as a microswitch provided in the power supply connector 12a.

  The power supply port 11a of the fuel cell vehicle 11 includes terminals connected to the connector pins P1 to P10 of the power supply connector 12a, and the ECU 61 of the control device 34 is connected to each terminal of the power supply port 11a by an appropriate signal line. It has each connected terminal.

  The connector pin P2 of the power supply connector 12a instructs, for example, an inverter output permission signal output from the ECU 61 of the control device 34 to the inverter control device 82, that is, an output permission of power from the inverter device 12 to the external load 13. Used for signal supply.

  The connector pin P4 of the power supply connector 12a is, for example, an LG signal indicating a potential grounded in the ECU 61 and the inverter control device 82 of the control device 34, that is, permission and prohibition of power supply from the fuel cell vehicle 11 to the inverter device 12. Used to supply a signal to indicate.

The connector pin P5 of the power supply connector 12a is connected to, for example, a high-voltage line (HV−) on the negative electrode side of the power source (for example, the fuel cell stack 21 and the battery 22) of the fuel cell vehicle 11, and the fuel cell vehicle 11 is used for high-voltage power supply on the negative electrode side from 11 to the inverter device 12.
The connector pin P6 of the power supply connector 12a is connected to, for example, a high-voltage line (HV +) on the positive electrode side of the power source (for example, the fuel cell stack 21 and the battery 22) of the fuel cell vehicle 11, and the fuel cell vehicle 11 Is used for high-voltage power supply on the positive electrode side to the inverter device 12.

  The connector pin P7 of the power supply connector 12a is, for example, a STOP / CONNECT signal (hereinafter simply referred to as a CONNECT signal) output from the inverter control device 82 to the ECU 61 of the control device 34, that is, the power supply port 11a and the power supply connector. It is used to supply a fitting signal indicating whether or not it is fitted with 12a.

  The connector pin P8 of the power supply connector 12a is, for example, a predetermined voltage corresponding to a VCC signal output from the ECU 61 of the control device 34 to the inverter control device 82, that is, a control voltage supplied from the ECU 61 to the inverter control device 82. Is used to supply a control voltage (5 V) signal.

  The connector pin P9 of the power supply connector 12a corresponds to, for example, a VINV signal output from the inverter control device 82 to the ECU 61 of the control device 34, that is, an inverter voltage (detected value) VI detected by the inverter voltage sensor 84. Used to supply voltage signals.

  The connector pin P10 of the power supply connector 12a is, for example, a predetermined value corresponding to an IGP signal output from the ECU 61 of the control device 34 to the inverter control device 82, that is, a control voltage supplied from the ECU 61 to the inverter control device 82. Is used to supply a control voltage (12V) signal.

  The VCC signal is applied with a predetermined control voltage from the ECU 61 to the inverter control device 82 by the VCC signal voltage line LH connected to the connector pin P8 that is connected by the fitting between the power supply port 11a and the power supply connector 12a. To do.

  For example, in the control device 34 of the fuel cell vehicle 11, the predetermined control voltage (5V) of the VCC signal is converted from the predetermined voltage (12V) by the power supplied from the 12V battery 29 in order to drive the control device 34. It is obtained by dividing the voltage to a voltage corresponding to a reference voltage of an A / D converter (not shown) provided in the control device 82.

Further, the VINV signal is transmitted from the inverter control device 82 to the ECU 61 and from the fuel cell vehicle 11 to the inverter by the VINV signal voltage line LL connected to the connector pin P9 that is connected by the fitting between the power supply port 11a and the power supply connector 12a. A voltage according to the power supply state to the device 12 is applied.
The VINV signal voltage line LL is connected to the VCC signal voltage line LH by a predetermined pull-up resistor RL in the control device 34 of the fuel cell vehicle 11, for example.

For example, as shown in FIG. 2, the voltage of the VINV signal is obtained by supplying a predetermined control voltage (5 V) of the VCC signal from the fuel cell vehicle 11 to the inverter device 12 in the control device 34 of the fuel cell vehicle 11. It is obtained by dividing the voltage according to the state, for example, the inverter voltage (detected value) VI.
For example, the ECU 61 acquires the inverter voltage (detected value) VI in a normal voltage range from zero to a predetermined maximum voltage Va in a state where the power supply port 11a and the power supply connector 12a are normally fitted. The voltage of the VINV signal is in the voltage range of 0.5 (V) to 4.5 (V).

For example, as shown in Table 1 below, when the high-voltage lines (HV +, HV−) on the positive electrode side and the negative electrode side are not connected (non-fitted) between the power supply port 11a and the power supply connector 12a, When the disconnection occurs in the VINV signal voltage line LL or the inverter voltage sensor 84 in the inverter device 12, the voltage of the VINV signal acquired in the ECU 61 becomes equal to the predetermined control voltage (5V) of the VCC signal.
Further, for example, when the high-voltage lines (HV +, HV−) on the positive electrode side and the negative electrode side are short-circuited between the power supply port 11a and the power supply connector 12a, or short-circuited by the inverter voltage sensor 84 or the like in the inverter device 12. When this occurs, the voltage of the VINV signal acquired in the ECU 61 becomes zero.

The CONNECT signal is connected to the ECU 61 from the inverter controller 82 to the ECU 61 by the CONNECT signal line LA connected to the connector pin P7 that is connected by the fitting of the power supply port 11a and the power supply connector 12a. Apply the appropriate voltage.
The CONNECT signal voltage line LA is connected to the VCC signal voltage line LH by a predetermined pull-up resistor RA in the control device 34 of the fuel cell vehicle 11, for example.

Then, as shown in Table 1 above, for example, the voltage of the CONNECT signal is obtained by dividing the predetermined control voltage (5 V) of the VCC signal according to the connection state of the CONNECT signal line LA in the control device 34 of the fuel cell vehicle 11. Obtained by pressing.
For example, when the power supply port 11a and the power supply connector 12a are normally fitted, the voltage of the CONNECT signal acquired in the ECU 61 is in the voltage range of 1 (V) to 4 (V).

Further, for example, when the CONNECT signal line LA on the positive electrode side and the negative electrode side is not connected between the power supply port 11a and the power supply connector 12a (not fitted), or the CONNECT signal line LA is disconnected in the inverter device 12. Is generated, the voltage of the CONNECT signal acquired in the ECU 61 becomes equal to the predetermined control voltage (5 V) of the VCC signal.
For example, when a short circuit occurs in the CONNECT signal line LA, the voltage of the CONNECT signal acquired in the ECU 61 becomes zero.

  That is, for example, as shown in Table 1 above, when a short circuit occurs in the VINV signal and the CONNECT signal (short circuit), the voltages of the VINV signal and the CONNECT signal acquired in the ECU 61 are zero.

  The power feeding system 10 according to the present embodiment has the above-described configuration. Next, the operation of the power feeding system 10, particularly the operation of the ECU 61 will be described.

For example, as shown in FIG. 3, at time t1, when the ignition switch 71 is turned on with the power supply port 11a and the power supply connector 12a fitted, the command signal IGSW instructs the start of the fuel cell vehicle 11 from OFF. Switch on.
At this time, the VCC signal and the IGP signal output from the ECU 61 to the inverter control device 82 are switched from OFF to ON, and predetermined control voltages corresponding to the control voltages supplied from the ECU 61 to the inverter control device 82 Application of (5V) and (12V) to the inverter control device 82 is started.

  At time t2, for example, when an external power supply request output from the inverter control device 82 or the like, that is, an execution request for power supply from the fuel cell vehicle 11 to the inverter device 12, is acquired, the precharge of the battery precharge unit 30 is performed at time t3. The charge contactor 41 and the negative electrode side battery contactor 44 are switched from cutoff to connection. Thus, energization (precharge) by the precharge resistor 42 of the battery precharge unit 30 is started.

  At time t4, the precharge contactor 41 is switched from connection to disconnection, and the positive battery contactor 43 is switched from disconnection to connection.

  At time t5, for example, the precharge contactor 51 and the negative electrode side external power supply contactor 54 of the external power supply precharge unit 32 are switched from cutoff to connection. Thereby, energization (precharge) by the precharge resistor 52 of the external power feeding precharge unit 32 is started.

At time t6, for example, when the precharge contactor 51 is switched from connection to disconnection and the positive-side external power supply contactor 53 is switched from disconnection to connection, execution of power supply from the fuel cell vehicle 11 to the inverter device 12 is instructed. An inverter output permission signal is output.
As a result, high-voltage power supply from the fuel cell vehicle 11 to the inverter device 12 is started.

  Here, for example, when the inverter output permission signal output from the ECU 61 is not acquired, the inverter control device 82 stops the power conversion operation of the inverter 81, and when the inverter output permission signal is acquired, The power conversion operation of the inverter 81 is activated.

  As described above, according to the power supply system 10 according to the present embodiment, the system configuration can be prevented from becoming large and complicated without the need for providing the power source of the inverter control device 82 outside the fuel cell vehicle 11. Power supply from the fuel cell vehicle 11 to the external load 13 via the inverter device 12 can be controlled in an integrated and centralized manner by the vehicle-side control device 34 while preventing the cost required for the device configuration from increasing. .

  Further, for example, when an abnormality of the inverter 81 is detected based on, for example, the voltage of the VINV signal deviating from a predetermined voltage range, the inverter output that instructs the vehicle-side control device 34 to execute power feeding. The output of the permission signal can be stopped, and the power conversion operation of the inverter 81 can be stopped quickly and easily when an abnormality occurs.

  Furthermore, power supply from the fuel cell vehicle 11 to the inverter device 12 can be controlled by shutting off and connecting the contactors 51, 53, and 54 in accordance with an instruction from the control device 34 on the vehicle side. In addition, the power supply to the inverter device 12 can be stopped.

In the above-described embodiment, the power feeding system 10 includes the fuel cell vehicle 11. However, the present invention is not limited to this, and another electric vehicle such as a hybrid vehicle may be included instead of the fuel cell vehicle 11. Good.
Accordingly, the vehicle-side power source that supplies power to the inverter device 12 may be a capacitor mounted on an electric vehicle, a generator driven by an internal combustion engine, or the like, in addition to the fuel cell stack 21 and the battery 22.

10 Power Supply System 11 Fuel Cell Vehicle (Electric Vehicle)
11a Power feeding port 12 Inverter device (external power feeding device)
12a Feed connector 21 Fuel cell stack (power supply)
22 Battery (Power)
24 Traveling motor 29 12V battery (Power supply for auxiliary equipment)
34 Control device (control means)
51 Precharge contactor (external power contactor)
53 Positive-side external power contactor (external power contactor)
54 Negative side external power contactor (external power contactor)
71 Ignition switch 81 Inverter (power conversion means)
82 Inverter control device (power control means)
84 Inverter voltage sensor (detector)

Claims (4)

An electric power supply system comprising an electric vehicle and an external electric power supply device that can be attached to and detached from the electric vehicle,
The electric vehicle is
Power supply,
A traveling motor driven by the power of the power source;
Auxiliary power supply,
Control means that operates by the power of the auxiliary power source,
The external power feeding device is
A power supply connector that can be fitted to a power supply port of the electric vehicle connected to the power source;
Power conversion means for converting the power output from the power supply connector fitted to the power supply port;
Power control means for controlling the power conversion operation of the power conversion means that is operated by the power supplied from the auxiliary power supply by the auxiliary power supply line that is connected by the fitting of the power supply port and the power supply connector. When,
A detection unit for detecting an input voltage of the power conversion means ,
The power control unit activates the power conversion operation of the power conversion unit when the power supply execution signal output from the control unit is acquired, and the power of the power conversion unit when the power supply execution signal is not acquired. Stop the conversion operation ,
The power control means can output abnormality information indicating an abnormality occurrence of the power conversion means to the control means,
The abnormality information is detected based on a voltage of a signal corresponding to the input voltage of the power conversion unit, obtained by dividing a voltage of a signal output from the control unit to the power control unit. Power supply system. The power supply system according to claim 1, wherein the voltage of the signal output from the control unit to the power control unit is obtained by dividing a voltage generated by the power supplied from the auxiliary power source. The power supply system according to claim 1, wherein the control unit outputs the power supply execution signal when an ignition switch provided in the electric vehicle is turned on. The electric vehicle includes an external power supply contactor capable of disconnecting the connection between the power source and the external power supply device ,
4. The power feeding system according to claim 3, wherein the control unit switches the external power feeding contactor from cutoff to connection and outputs the power feeding execution signal when the ignition switch is turned on . 5.

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