WO2013115193A1 - Electric vehicle, electrical charger/discharger, electrical charging/discharging system, control program, and recording medium - Google Patents

Electric vehicle, electrical charger/discharger, electrical charging/discharging system, control program, and recording medium Download PDF

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Publication number
WO2013115193A1
WO2013115193A1 PCT/JP2013/051925 JP2013051925W WO2013115193A1 WO 2013115193 A1 WO2013115193 A1 WO 2013115193A1 JP 2013051925 W JP2013051925 W JP 2013051925W WO 2013115193 A1 WO2013115193 A1 WO 2013115193A1
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Prior art keywords
electric vehicle
discharge
discharger
charger
control
Prior art date
Application number
PCT/JP2013/051925
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French (fr)
Japanese (ja)
Inventor
森　正樹
藤田　敏之
全良 尾崎
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シャープ株式会社
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Publication of WO2013115193A1 publication Critical patent/WO2013115193A1/en

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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
    • B60L53/14—Conductive energy transfer
    • B60L53/16—Connectors, e.g. plugs or sockets, specially adapted for charging 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
    • B60L53/305—Communication interfaces
    • 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
    • B60L53/31—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
    • B60L53/60—Monitoring or controlling charging stations
    • B60L53/63—Monitoring or controlling charging stations in response to network capacity
    • 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
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    • B60L55/00—Arrangements for supplying energy stored within a vehicle to a power network, i.e. vehicle-to-grid [V2G] arrangements
    • 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
    • H02J5/00—Circuit arrangements for transfer of electric power between ac networks and dc networks
    • 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
    • H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
    • H02J7/00032—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries characterised by data exchange
    • H02J7/00036—Charger exchanging data with battery
    • 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
    • H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
    • H02J7/00047—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries with provisions for charging different types of batteries
    • 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
    • H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
    • H02J7/02—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries for charging batteries from ac mains by 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
    • B60L2210/30—AC 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
    • 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
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/80—Time limits
    • 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
    • B60L2250/00—Driver interactions
    • B60L2250/10—Driver interactions by alarm
    • 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
    • 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
    • Y02E60/10—Energy storage using 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
    • Y02T10/70—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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    • Y02T10/00—Road transport of goods or passengers
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    • 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
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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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    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
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    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/12—Electric charging stations
    • 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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    • Y02T90/14—Plug-in electric 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
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    • Y02T90/16—Information or communication technologies improving the operation of electric 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
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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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    • Y04S30/00—Systems supporting specific end-user applications in the sector of transportation
    • Y04S30/10—Systems supporting the interoperability of electric or hybrid vehicles
    • Y04S30/14—Details associated with the interoperability, e.g. vehicle recognition, authentication, identification or billing

Definitions

  • the present invention relates to an electric vehicle, and more particularly to an electric vehicle having a discharge function.
  • An electric vehicle is equipped with an electric motor as a driving device and a driving battery (storage battery) that stores electric power supplied to the electric motor.
  • the battery for driving can be charged with a household power source or an outdoor charging station.
  • Some of the outdoor charging stations include a quick charger that can quickly charge a battery for driving an electric vehicle in a shorter time. In such a system, according to a predetermined charging procedure, quick charging is performed while communicating between the quick charger and the electric vehicle.
  • FIG. 13 is a block diagram showing a configuration of a conventional charge / discharge system 100.
  • the charge / discharge system 100 includes an electric vehicle 12, a charger / discharger 13, a power system 7 and a load device 8.
  • the electric vehicle 12 includes a drive battery 121, a charge / discharge port 122, a contactor 123, and a communication unit 124.
  • the charger / discharger 13 has a function of charging the driving battery 121 of the electric vehicle 12 and a function of accepting discharge from the electric vehicle 12.
  • the charger / discharger 13 includes a main body 14, a charge / discharge cable 15, and a charge / discharge connector 16.
  • the main body unit 14 includes a main circuit unit 141, a control unit 142, a power converter 143, a contactor 144, and a communication unit 145.
  • the main unit 14 is connected to the power system 7 and a load device 8 such as a home appliance via the AC bus 9.
  • a load device 8 such as a home appliance
  • the main circuit unit 141 and the driving battery 121 are electrically connected via the contactors 144 and 123.
  • the communication unit 145 and the communication unit 124 are electrically connected, and for example, information indicating the rated power of the charger / discharger 13 and the voltage / voltage of the drive battery 121 between the communication unit 124 and the communication unit 145. Information indicating the remaining amount is transmitted and received.
  • the main circuit unit 141 controls the voltage of the current path by the switching operation of the switch element.
  • power from the power system 7 is supplied to the drive battery 121 via the main circuit unit 141.
  • the discharged power from the drive battery 121 is supplied to the load device 8 via the main circuit unit 141 and the AC bus 9.
  • JP 2010-239850 A Japanese Patent Publication “JP 2010-239850 A (published October 21, 2010)” Japanese Patent Publication “Japanese Patent Laid-Open No. 11-178234 (published July 2, 1999)”
  • the switching operation of the main circuit unit 141 is controlled by the control unit 142. Furthermore, the control part 142 performs the starting sequence of the charger / discharger 13, and also performs transmission / reception control between the communication part 145 and the communication part 124 before the start of discharge. Therefore, in a state where the control unit 142 is not functioning, the charge / discharge operation of the charger / discharger 13 cannot be started.
  • control unit 142 In order for the control unit 142 to function, it is necessary to supply low-voltage control power to the control unit 142. Normally, control power is supplied to the control unit 142 by converting power from the power system 7 into control power in the power converter 143. However, when power is not supplied from the power system 7 due to a power failure or the like, it is necessary to supply the control power from the power supply source other than the power system 7 and the electric vehicle 12 to the control unit 142 to cause the control unit 142 to function. Otherwise, the charger / discharger 13 cannot accept the discharge power from the electric vehicle 12.
  • Patent Document 2 does not describe where the control power of the controller that controls the charger / discharger is supplied from when the power supply source such as a storage battery is not provided in the home.
  • Patent Document 1 it is assumed that a safe stop of charging is realized when a power failure occurs while the battery of the electric vehicle is being charged by supplying electric power from the home to the electric vehicle.
  • the electric power system will supply electric power from the battery of the electric vehicle to the home during a power outage, that is, maintain the electric power supply from the electric vehicle to the home during the power outage.
  • the present invention has been made to solve the above-described problems, and an object of the present invention is to realize an electric vehicle capable of safely discharging the electric vehicle to the charger / discharger even during a power failure. .
  • an electric vehicle is an electric vehicle having a function of discharging to a charger / discharger, and controls the acceptance of discharge power from the electric vehicle.
  • the discharge control unit is provided with a control power supply means for supplying control power.
  • the discharge control unit of the charger / discharger is activated by supplying control power from the control power supply means to the discharge control unit. Can be controlled.
  • the charger / discharger can safely accept the discharge power from the electric vehicle. Therefore, an electric vehicle capable of safely discharging to the charger / discharger even during a power failure can be realized.
  • the charger / discharger according to the present invention is a charger / discharger having a connector for connecting to an electric vehicle, and a discharge controller for controlling acceptance of discharge power from the electric vehicle to which the connector is connected,
  • a connecting member for electrically connecting the output port of the electric vehicle for outputting the control power from the control power supply means and the discharge controller is characterized by having.
  • the user of an electric vehicle etc. can supply control electric power to the discharge control part from the output port of an electric vehicle via a connection member by connecting a connector to the electric vehicle which concerns on this invention. it can. Therefore, the charger / discharger according to the present invention can safely accept the discharge power from the electric vehicle by connecting to the electric vehicle according to the present invention even during a power failure.
  • the charge / discharge system according to the present invention includes the electric vehicle according to the present invention and the charger / discharger according to the present invention.
  • control program for operating a computer as each means of the electric vehicle and a computer-readable recording medium recording the control program are also included in the technical scope of the present invention.
  • the electric vehicle according to the present invention is an electric vehicle having a function of discharging to the charger / discharger, and controls the acceptance of discharge power from the electric vehicle.
  • the control power supply means which supplies control power. Therefore, there is an effect that it is possible to realize an electric vehicle that can safely discharge to the charger / discharger even during a power failure.
  • FIG. 1 is a block diagram which shows schematic structure of the charging / discharging system which concerns on Embodiment 1 of this invention
  • (b) is a perspective view which shows schematic structure of the said charging / discharging system
  • (c) It is a perspective view which shows the structure of a charging / discharging connector.
  • FIG. 1 It is a block diagram which shows schematic structure of the charging / discharging system which concerns on Embodiment 2 of this invention. It is a flowchart which shows the procedure which discharges a charger / discharger from the electric vehicle of the charging / discharging system shown in FIG. It is a flowchart which shows the procedure which discharges a charger / discharger from the electric vehicle of the charging / discharging system shown in FIG. It is a block diagram which shows schematic structure of the charging / discharging system which concerns on Embodiment 3 of this invention. It is a flowchart which shows the procedure which discharges a charger / discharger from the electric vehicle of the charging / discharging system shown in FIG.
  • FIG. 1 It is a flowchart which shows the procedure which discharges a charger / discharger from the electric vehicle of the charging / discharging system shown in FIG. It is a block diagram which shows schematic structure of the charging / discharging system which concerns on Embodiment 4 of this invention. It is a block diagram which shows the structure of the conventional charging / discharging system.
  • Embodiment 1 The first embodiment of the present invention will be described below with reference to FIGS.
  • FIG.1 (a) is a block diagram which shows schematic structure of the charging / discharging system 1 which concerns on this embodiment.
  • the charge / discharge system 1 includes an electric vehicle 2, a charger / discharger 3, a power system 7, and a load device 8.
  • the electric vehicle 2 includes a drive battery 21.
  • the electric vehicle 2 travels by supplying the electric power stored in the drive battery 21 to an electric motor (not shown) and driving the electric motor.
  • the electric vehicle 2 has a function of discharging the charger / discharger 3.
  • the charger / discharger 3 is installed in, for example, a parking space of an electric vehicle 2 in a general household, and has a function of charging the electric vehicle 2 and a function of receiving discharge from the electric vehicle 2.
  • the charger / discharger 3 includes a main body 4, a charge / discharge cable 5, and a charge / discharge connector (connector) 6. More detailed configurations of the electric vehicle 2 and the charger / discharger 3 will be described later.
  • the main body 4 is connected to a power system 7 and a load device 8 such as a home appliance via an AC bus 9.
  • FIG. 1B is a perspective view showing a schematic configuration of the charge / discharge system 1.
  • FIG. 1C is a perspective view showing the configuration of the charge / discharge connector 6.
  • the charge / discharge connector 6 is provided with a lever 61.
  • the charging / discharging port 22 is connected to the electric vehicle 2 by inserting the distal end portion 62 to a predetermined depth of the charging / discharging port 22 while grasping the lever 61.
  • FIG. 2 is a block diagram showing a more detailed configuration of the charge / discharge system 1.
  • the electric vehicle 2 includes a contactor 23, a communication unit 24 (communication means), and an auxiliary battery 25 (control power supply means) in addition to the drive battery 21 (control power supply means) and the charge / discharge port 22.
  • the drive battery 21 is a large-capacity storage battery that stores electric power to be supplied to an electric motor (not shown).
  • the contactor 23 is an electromagnetic contactor that opens and closes a current path between the driving battery 21 and the charge / discharge port 22.
  • the communication unit 24 is electrically connected to the communication unit 45 of the charger / discharger 3 or can communicate with the communication unit 45 when the charge / discharge connector 6 is connected to the charge / discharge port 22. Between the communication unit 24 and the communication unit 45, for example, information on the rated power of the charger / discharger 3, information indicating the voltage / remaining capacity of the drive battery 21, and the like are transmitted and received.
  • the driving battery 21, the contactor 23, and the communication unit 24 may have the same configuration as the driving battery 121, the contactor 123, and the communication unit 124 of the conventional electric vehicle 12 shown in FIG.
  • the auxiliary battery 25 is a small-capacity storage battery provided separately from the driving battery 21, and discharges power having a lower voltage (for example, 12 V) than the discharging power of the driving battery 21.
  • the electric power stored in the auxiliary battery 25 can also be supplied to the charger / discharger 3 when the charge / discharge connector 6 is connected to the charge / discharge port 22. .
  • FIG. 3 is a plan view of the charge / discharge port 22.
  • the charging / discharging port 22 includes a high voltage power port P1, a communication port P2, and a low voltage power port P3.
  • the high voltage power port P1 is electrically connected to the drive battery 21 via the contactor 23, and the communication port P2 is electrically connected to the communication unit 24. .
  • the high voltage power port P1 and the communication port P2 are also provided in the charge / discharge port 122 of the conventional electric vehicle 12 shown in FIG.
  • the low voltage power port P3 is a new port that is not provided in the conventional charge / discharge port 122.
  • the low voltage power port P3 is electrically connected to the auxiliary battery 25.
  • the charger / discharger 3 has a function of charging the drive battery 21 of the electric vehicle 2 and a function of accepting discharge from the drive battery 21 of the electric vehicle 2.
  • the main body unit 4 of the charger / discharger 3 includes a main circuit unit 41, a control unit 42 (discharge control unit), a power converter 43, a contactor 44, and a communication unit 45.
  • the main circuit unit 41 controls the voltage of the current path by the switching operation of the switch element.
  • the control unit 42 controls the charging of the electric vehicle 2 and the reception of the discharge power from the electric vehicle by outputting a control signal for controlling the switching operation of the main circuit unit 41. Specifically, at the time of charging, the control unit 42 controls the main circuit unit 41 to convert the electric power from the AC bus 9 into a predetermined voltage and supply it to the electric vehicle 2. On the other hand, at the time of discharging, the control unit 42 controls the main circuit unit 41 to convert the high voltage power supplied from the electric vehicle 2 into a predetermined voltage and supply it to the AC bus 9.
  • the power converter 43 converts the power supplied from the AC bus 9 or the main circuit unit 41 into low-voltage control power and supplies it to the control unit 42.
  • the contactor 44 is an electromagnetic contactor that opens and closes a current path, like the contactor 23 of the electric vehicle 2.
  • the communication unit 45 transmits / receives necessary information to / from the communication unit 24 of the electric vehicle 2 in a state where the charge / discharge connector 6 is connected to the charge / discharge port 22.
  • Each configuration of the main circuit unit 41, the control unit 42, the power converter 43, the contactor 44, and the communication unit 45 includes a main circuit unit 141, a control unit 142, and a power converter of the conventional charger / discharger 13 shown in FIG. 143, contactor 144, and communication unit 145 may be the same as each other.
  • the charge / discharge connector 6 includes a high voltage power port P4, a communication port P5, and a low voltage power port P6 (connection member).
  • the high voltage power port P4, the communication port P5, and the low voltage power port P6 are the high voltage power port P1, the communication port P2, and the low voltage port 22 of the charge / discharge port 22, respectively.
  • the high voltage power port P4 is electrically connected to the main circuit unit 41 via the contactor 44, and the communication port P5 is electrically connected to the communication unit 45.
  • the high voltage power port P4 and the communication port P5 are also provided in the charge / discharge connector 16 of the conventional charger / discharger 13 shown in FIG.
  • the low voltage power port P6 is a new port that is not provided in the conventional charge / discharge connector 16.
  • the low voltage power port P6 is electrically connected to the control unit 42 via a wiring L (connection member).
  • the low voltage power port P6 and the wiring L electrically connect the low voltage power port P3 (output port) of the electric vehicle 2 for outputting the control power from the auxiliary battery 25 and the control unit 42. Functions as a connecting member.
  • control power can be supplied from the auxiliary battery 25 of the electric vehicle 2 to the control unit 42 of the charger / discharger 3 in a state where the charge / discharge connector 6 is connected to the charge / discharge port 22. Yes.
  • the control power is supplied from the home to the control unit 42. Even if the control cannot be performed, the control unit 42 can be activated by supplying control power from the electric vehicle 2 to the control unit 42. Therefore, the electric vehicle 2 can safely discharge the charger / discharger 3 even during a power failure.
  • FIG. 4 is a flowchart showing a procedure for charging the electric vehicle 2 from the charger / discharger 3.
  • the communication unit 45 of the charging / discharging device 3 electrically A signal is transmitted to the communication unit 24 of the automobile 2 (step S3).
  • the control unit 42 of the charger / discharger 3 determines whether communication is possible between the communication unit 45 and the communication unit 24 (step S4). If the control unit 42 determines that communication is possible between the communication unit 45 and the communication unit 24 (“YES” in step S4), the information exchange is normally performed between the communication unit 45 and the communication unit 24. It is determined whether or not it has been received (step S5).
  • step S5 When it is determined that information exchange between the communication unit 45 and the communication unit 24 has been normally performed (“YES” in step S5), the control unit 42 determines whether charging is possible based on the exchanged information. Is determined (step S6). If it is determined that charging is possible (“YES” in step S7), the control unit 42 determines whether the wiring between the charger / discharger 3 and the electric vehicle 2 has at least one of an insulation failure and a short circuit ( Step S8). When determining that there is no insulation failure or short circuit (“YES” in step S8), the control unit 42 controls the main circuit unit 41 to start charging (step S9).
  • step S10 If “NO” in any of steps S4, S5, S7, and S8, the user is notified that there is an abnormality by displaying a warning on the warning display unit or the like (step S10).
  • FIG. 5 is a flowchart showing a procedure for discharging from the electric vehicle 2 to the charger / discharger 3.
  • step S20 when the user connects the charge / discharge connector 6 to the charge / discharge port 22 (step S20), control power is supplied from the auxiliary battery 25 of the electric vehicle 2 to the control unit 42 of the charger / discharger 3 (step S21). Therefore, the control unit 42 can be activated even during a power failure (step S22). Thereby, since the control part 42 will be in the state which can control the main circuit part 41, the charger / discharger 3 can accept the discharge electric power from the electric vehicle 2 safely.
  • step S23 when the user performs a discharge operation and discharge from the electric vehicle 2 is started (“YES” in step S23), discharge power is supplied to the charger / discharger 3. Furthermore, the discharge power supplied to the charger / discharger 3 is supplied to the load device 8 via the main circuit unit 41.
  • the control unit 42 controls the main circuit unit 41 to stop accepting the discharge power (step S26).
  • the information indicating the remaining amount of the drive battery 21 is acquired by the control unit 42 after being transmitted from the communication unit 24 to the communication unit 45.
  • the control power is supplied from the auxiliary battery 25 of the electric vehicle 2 to the control unit 42 of the charger / discharger 3 with the charge / discharge connector 6 connected to the charge / discharge port 22. it can. Therefore, the electric vehicle 2 can safely discharge the charger / discharger 3 even during a power failure.
  • the user's discharge operation may be performed on the electric vehicle 2 side or on the charger / discharger 3 side.
  • the electric vehicle 2 discharges to the charger / discharger 3 when the communication unit 24 receives the discharge start information indicating the discharge start command from the charger / discharger 3.
  • the electric vehicle 2 starts and stops discharging to the charger / discharger 3 by opening and closing the contactor 23 by a control unit (not shown) of the electric vehicle 2.
  • the control power is continuously supplied from the auxiliary battery of the electric vehicle to the controller of the charger / discharger in a state where the charge / discharge connector is connected to the charge / discharge port of the electric vehicle. Therefore, for example, when a power outage occurs due to a disaster and the control power is supplied from the auxiliary battery to the control unit for a long period of time, the auxiliary battery has run out of battery and the electric vehicle cannot be used immediately. There is a risk of becoming.
  • FIG. 6 is a block diagram showing the configuration of the charge / discharge system 1a according to the present embodiment.
  • the charge / discharge system 1a includes an electric vehicle 2a, a charger / discharger 3, a power system 7, and a load device 8.
  • the configuration of the charger / discharger 3 is the same as that of the charger / discharger 3 shown in FIG.
  • the electric vehicle 2a includes a drive battery 21 (control power supply means), a charge / discharge port 22, a contactor 23, a communication unit 24, an auxiliary battery 25 (control power supply means), a switch 26 (control power supply means), and an open / close control.
  • a unit 27 (control power supply means) and an open / close push button 28 (operation reception means) are provided. That is, the electric vehicle 2a is a configuration further including the switch 26, the opening / closing control unit 27, and the opening / closing push button 28 in the electric vehicle 2 shown in FIG.
  • the switch 26 is provided between the auxiliary battery 25 and the low voltage power port P3 of the charge / discharge port 22.
  • the opening / closing control unit 27 controls the opening / closing operation of the switch 26.
  • the open / close push button 28 is provided in the driver's seat of the electric vehicle 2a, and when the user presses the open / close push button 28, the open / close control unit 27 switches the open / close state of the switch 26.
  • FIG. 7 and 8 are flowcharts showing a procedure for discharging the electric vehicle 2a to the charger / discharger 3.
  • the user connects the charge / discharge connector 6 to the charge / discharge port 22 (step S30).
  • the switch 26 is open, and control power is not supplied from the auxiliary battery 25 of the electric vehicle 2 a to the control unit 42 of the charger / discharger 3.
  • step S31 when the user presses the open / close push button 28 (“YES” in step S31), the open / close control unit 27 closes the switch 26 (step S32), and control power is supplied from the auxiliary battery 25 to the control unit 42. Is supplied (step S33). Therefore, the control unit 42 can be activated even during a power failure (step S34). Thereby, since the control part 42 will be in the state which can control the main circuit part 41, the charger / discharger 3 can accept the discharge electric power from the electric vehicle 2a safely.
  • the opening / closing control unit 27 determines whether or not a certain time (for example, 30 seconds) has elapsed from the start of discharge. Is determined (step S36). When a certain time has elapsed from the start of discharge (“YES” in step S36), the switching control unit 27 opens the switch 26 (step S37), and the supply of control power from the auxiliary battery 25 to the control unit 42 is stopped. (Step S38).
  • a certain time for example, 30 seconds
  • step S38 since the discharge power from the drive battery 21 has already been supplied to the AC bus 9 and the power converter 43, the control unit 42 receives the control power from the power converter 43. Can be supplied. Therefore, even if the supply of control power from the auxiliary battery 25 to the control unit 42 is stopped, the control unit 42 can continue the control operation.
  • step S39 when there is a discharge stop instruction from the user (“YES” in step S39), or when the remaining amount of the drive battery 21 becomes a predetermined value (for example, 10% of the full charge amount) or less (step) In S40, “YES”), the control unit 42 controls the main circuit unit 41 to stop receiving discharge power (step S41).
  • step S44 the switching control unit 27 opens the switch 26 (step S43), stops the supply of control power from the auxiliary battery 25 to the control unit 42 (step S44), and ends the process. If the open / close push button 28 is pressed after step S44, the process may proceed to step S32.
  • step S35 if there is a problem in the connection between the charge / discharge connector 6 and the charge / discharge port 22 (particularly, the connection between the high voltage power port P1 and the high voltage power port P4 is defective). Is included).
  • the user determines whether or not a power failure has occurred, and the control power from the auxiliary battery is started by the user operating the open / close push button. That is, when the user determines that no power failure has occurred and does not operate the open / close push button, the supply of control power from the auxiliary battery is not started. Thereby, unnecessary power supply from the auxiliary battery 25 can be suppressed.
  • the user operates the open / close push button, the user gives an instruction to start discharging from the auxiliary battery 25 to the control unit 42, or the user outputs from the auxiliary battery 25 to the control unit 42.
  • an instruction to change the route from the open state to the closed state is given to the electric vehicle.
  • the auxiliary battery 25 supplies a control power to the control unit 42, and when the discharge to the charger / discharger 3 is not started within a certain time, and when a certain time has elapsed after the discharge to the charger / discharger is started. In such a case, the supply of control power is stopped. This can prevent the auxiliary battery 25 from running out of battery.
  • the switch 26 is used as means for switching conduction / non-conduction of the power path of the control power from the auxiliary battery 25 to the control unit 42, but such means is not limited to this. Any member such as a semiconductor switch can be used in place of the switch 26 as long as it can switch between conduction and non-conduction of the power path.
  • the open / close push button 28 is used as the operation accepting unit that accepts the user's discharge start operation.
  • the present invention is not limited to this.
  • an arbitrary user interface device such as a touch panel or a remote control can be used.
  • FIG. 9 is a block diagram showing the configuration of the charge / discharge system 1c according to the present embodiment.
  • the charge / discharge system 1c includes an electric vehicle 2c, a charger / discharger 3, a power system 7, and a load device 8.
  • the configuration of the charger / discharger 3 is the same as that of the charger / discharger 3 shown in FIG.
  • the electric vehicle 2c includes a drive battery 21, a charge / discharge port 22, a contactor 23, a communication unit 24a (communication means), an auxiliary battery 25, a switch 26, an open / close control unit 27, and a connector connection detection unit 29 (connection detection unit).
  • the electric vehicle 2c is configured to include a connector connection detection unit 29 instead of the open / close push button 28 in the electric vehicle 2a shown in FIG.
  • the connector connection detection unit 29 has a function of detecting whether or not the charge / discharge connector 6 is connected to the charge / discharge port 22.
  • FIGS. 10 and 11 are flowcharts showing a procedure for discharging the electric vehicle 2c to the charger / discharger 3.
  • FIG. When the user connects the charging / discharging connector 6 to the charging / discharging port 22 (step S60), the connector connection detecting unit 29 detects whether the charging / discharging connector 6 is connected to the charging / discharging port 22 (step S61).
  • step S61 When the connector connection detection unit 29 detects that the charge / discharge connector 6 is connected to the charge / discharge port 22 (“YES” in step S61), the communication unit 24a of the electric vehicle 2b is connected to the communication unit 45 of the charger / discharger 3. A signal is transmitted to (step S62).
  • step S61 when the connector connection detection unit 29 does not detect that the charge / discharge connector 6 is connected to the charge / discharge port 22 ("NO" in step S61), the user reconnects the charge / discharge connector 6 to the charge / discharge port 22. If it is to be performed ("YES" in step S63), the process proceeds to step S61.
  • step S65 After the communication unit 24a transmits a signal to the communication unit 45, when the signal is not returned from the communication unit 45, that is, when the communication unit 24a cannot transmit / receive a signal to / from the communication unit 45 ("NO" in step S64). ), The switch 26 is closed (step S65). This is because when the signal transmission / reception between the communication unit 24a and the communication unit 45 cannot be performed, the switching control unit 27 can determine that the charger / discharger 3 is not functioning (that is, a power failure has occurred). is there. Thereby, control power is supplied from the auxiliary battery 25 to the control unit 42 (step S66), and the control unit 42 is activated (step S67).
  • the switching control unit 27 indicates that the charger / discharger 3 functions normally. Therefore, it is determined that it is unnecessary to supply control power from the auxiliary battery 25 to the control unit 42 (step S68). Therefore, the opening / closing control unit 27 holds the switch 26 in the open state.
  • the opening / closing control unit 27 determines whether or not a certain time (for example, 30 seconds) has elapsed from the start of discharging. Is determined (step S70). When a certain time has elapsed from the start of discharge (“YES” in step S70), the switching control unit 27 opens the switch 26 (step S71), and the supply of control power from the auxiliary battery 25 to the control unit 42 is stopped. (Step S72).
  • a certain time for example, 30 seconds
  • step S73 when there is a discharge stop instruction from the user (“YES” in step S73), or when the remaining amount of the drive battery 21 becomes a predetermined value (for example, 10% of the full charge amount) or less (step) In S74, “YES”), the control unit 42 controls the main circuit unit 41 to stop receiving discharge power (step S75).
  • step S69 if the discharge to the charger / discharger 3 is not started within a certain time (for example, 20 minutes) after the control power is supplied from the auxiliary battery 25 to the control unit 42 (“NO” in step S69, “ YES ”), the open / close control unit 27 opens the switch 26 (step S77), and stops the supply of control power from the auxiliary battery 25 to the control unit 42 (step S78). Thereafter, when charge / discharge connector 6 is reconnected to charge / discharge port 22 ("YES" in step S79), the process proceeds to step S61.
  • the electric vehicle 2b is further provided with an open / close push button 28 shown in FIG. 6, the open / close push button 28 is pressed, the charge / discharge connector 6 is connected to the charge / discharge port 22, and the communication unit 24a and the communication unit
  • the opening / closing control unit 27 may start the supply of control power from the auxiliary battery 25.
  • the open / close control unit 27 may start supplying control power from the auxiliary battery 25.
  • the open / close control unit 27 may start the supply of control power from the auxiliary battery 25. Also in this case, unnecessary power supply from the auxiliary battery 25 can be reduced.
  • control power for operating the control unit 42 of the charger / discharger 3 is supplied from the auxiliary battery 25.
  • control power for operating the control unit 42 is supplied from the drive battery 21.
  • members having the same functions as those explained in the first to third embodiments are given the same reference numerals and explanation thereof is omitted.
  • FIG. 12 is a block diagram showing the configuration of the charge / discharge system 1d according to the present embodiment.
  • the charge / discharge system 1d includes an electric vehicle 2d, a charger / discharger 3, a power system 7, and a load device 8.
  • the configuration of the charger / discharger 3 is the same as that of the charger / discharger 3 shown in FIG.
  • the electric vehicle 2d includes a drive battery 21, a charge / discharge port 22, a contactor 23, a communication unit 24, a switch 26, an open / close control unit 27, an open / close push button 28, and a power converter 30 (control power supply means). . That is, the electric vehicle 2d is configured to include the power converter 30 instead of the auxiliary battery 25 in the electric vehicle 2a shown in FIG.
  • the power converter 30 is connected to the driving battery 21 and converts high-voltage discharge power from the driving battery 21 into low-voltage (for example, 12 V) power.
  • the power converter 30 is electrically connected to the low voltage power port P3 of the charge / discharge port 22 via the switch 26.
  • the charging / discharging connector 6 is connected to the charging / discharging port 22 and the switch 26 is closed, so that a low voltage is supplied from the driving battery 21 to the control unit 42 of the charging / discharging device 3 via the power converter 30. Control power can be supplied. Since the driving battery 21 has a larger charging capacity than the auxiliary battery 25, the risk of running out of the battery can be reduced as compared with the configuration in which the control power is supplied from the auxiliary battery 25.
  • the discharge operation of the electric vehicle 2d according to the present embodiment is substantially the same as the discharge operation of the electric vehicle 2a according to the second embodiment, and a detailed description thereof will be omitted.
  • each block of the above-described electric vehicles 2 and 2a to 2d, particularly the communication units 24 and 24a, the open / close control unit 27, and the connector connection detection unit 29 may be configured by hardware logic, as follows. You may implement
  • the electric vehicles 2 and 2a to 2d include a CPU (central processing unit) that executes instructions of a control program that realizes each function, a ROM (read only memory) that stores the program, and a RAM (random) that expands the program. access memory), a storage device (recording medium) such as a memory for storing the program and various data.
  • An object of the present invention is a recording medium in which a program code (execution format program, intermediate code program, source program) of a control program for the electric vehicles 2 to 2d, which is software for realizing the functions described above, is recorded so as to be read by a computer Can also be achieved by reading the program code recorded on the recording medium and executing it by the computer (or CPU or MPU).
  • Examples of the recording medium include tapes such as magnetic tapes and cassette tapes, magnetic disks such as floppy (registered trademark) disks / hard disks, and disks including optical disks such as CD-ROM / MO / MD / DVD / CD-R.
  • Card system such as IC card, IC card (including memory card) / optical card, or semiconductor memory system such as mask ROM / EPROM / EEPROM (registered trademark) / flash ROM.
  • the electric vehicles 2 and 2a to 2d may be configured to be connectable to a communication network, and the program code may be supplied via the communication network.
  • the communication network is not particularly limited.
  • the Internet intranet, extranet, LAN, ISDN, VAN, CATV communication network, virtual private network, telephone line network, mobile communication network, satellite communication. A net or the like is available.
  • the transmission medium constituting the communication network is not particularly limited.
  • infrared rays such as IrDA and remote control, Bluetooth ( (Registered Trademark), 802.11 wireless, HDR (high data rate), mobile phone network, satellite line, terrestrial digital network, and the like can also be used.
  • the present invention can also be realized in the form of a computer data signal embedded in a carrier wave in which the program code is embodied by electronic transmission.
  • the electric vehicle includes operation receiving means for receiving a user's discharge start operation, and when the operation reception means receives a user's discharge start operation, the control power supply means controls the discharge control unit to perform the control. It is preferable to supply power.
  • the control power supply means does not supply control power to the discharge control unit. That is, when the user determines that a power failure has not occurred and does not operate the operation receiving unit, the supply of control power from the control power supply unit is not started. Thereby, unnecessary power supply from the control power supply means can be suppressed.
  • the electric vehicle according to the present invention includes connection detection means for detecting whether or not the connector of the charger / discharger is connected to the electric vehicle, and the connection detection means includes the connector connected to the electric vehicle.
  • the control power supply means supplies the control power to the discharge control unit when it is detected.
  • the control power supply means when the connector of the charger / discharger is not connected to the electric vehicle, the control power supply means does not supply control power to the discharge control unit. Thereby, unnecessary power supply from the control power supply means can be suppressed.
  • the electric vehicle includes an operation receiving unit that receives a user's discharge start operation, and a connection detection unit that detects whether a connector of the charger / discharger is connected to the electric vehicle.
  • the control power supply means sends the control power to the discharge control unit. Is preferably supplied.
  • the electric vehicle according to the present invention includes a communication unit that transmits and receives signals to and from the charger / discharger, and starts discharging to the charger / discharger when the communication unit receives discharge start information from the charger / discharger. It is preferable.
  • control power supply means supplies the control power when discharge to the charger / discharger is not started within a predetermined time after supplying the control power to the discharge controller. Is preferably stopped.
  • control power supply means stops the supply of the control power after a predetermined time has elapsed since the discharge to the charger / discharger started.
  • the discharge controller of the charger / discharger can operate with the discharge power supplied from the electric vehicle. Therefore, since the supply of control power can be stopped, unnecessary power supply from the control power supply means can be avoided.
  • control power supply means may include an auxiliary battery provided separately from a driving battery for driving an electric motor of the electric vehicle.
  • a battery for operating an electric vehicle control system can be used as an auxiliary battery.
  • control power supply means includes a drive battery for driving the electric motor of the electric vehicle and a voltage converter for converting a voltage of the discharge power from the drive battery. It is preferable.
  • the driving battery since the driving battery has a larger charging capacity than the auxiliary battery, the risk of running out of the battery can be reduced as compared with the configuration in which the control power is supplied from the auxiliary battery.
  • the present invention is suitable for an electric vehicle having a discharge function.

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  • Power Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Manufacturing & Machinery (AREA)
  • Chemical & Material Sciences (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • Electrochemistry (AREA)
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  • Charge And Discharge Circuits For Batteries Or The Like (AREA)
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Abstract

The present invention can safely discharge electricity from an electric vehicle to an electrical charger/discharger even when the power is disconnected. The electric vehicle has a function for discharging electricity to the electrical charger/discharger. A control power supply means for supplying control power is provided for a discharge controller of the charger/discharger for controlling the reception of the discharged power from the electric vehicle.

Description

電気自動車、充放電器、充放電システム、制御プログラムおよび記録媒体Electric vehicle, charger / discharger, charge / discharge system, control program, and recording medium
　本発明は、電気自動車に関し、特に放電機能を有する電気自動車に関する。 The present invention relates to an electric vehicle, and more particularly to an electric vehicle having a discharge function.
　近年、環境負荷の少ない次世代の自動車として、電気によって走行する電気自動車が実用化されている。電気自動車は、駆動装置としての電気モータと、電気モータに供給する電力を蓄える駆動用バッテリー（蓄電池）とを搭載している。 In recent years, electric vehicles that run on electricity have been put to practical use as next-generation vehicles with low environmental impact. An electric vehicle is equipped with an electric motor as a driving device and a driving battery (storage battery) that stores electric power supplied to the electric motor.
　駆動用バッテリーへの充電は、家庭用電源および屋外の充電ステーション等で行うことができる。屋外の充電ステーションの中には、より短時間で電気自動車の駆動用バッテリーの充電を急速に行うことが可能な急速充電器が含まれている。このようなシステムでは、所定の充電手順に従い、急速充電器と電気自動車との間で通信を行いながら急速充電を実施する。 The battery for driving can be charged with a household power source or an outdoor charging station. Some of the outdoor charging stations include a quick charger that can quickly charge a battery for driving an electric vehicle in a shorter time. In such a system, according to a predetermined charging procedure, quick charging is performed while communicating between the quick charger and the electric vehicle.
　このため、急速充電中に停電が発生すると、充電制御手順の途中で急速充電器および電気自動車間の通信が遮断され、停電の発生を検知していない電気自動車側が、充電制御手順を続行し、上記急速充電器からの応答待ち状態となることがある。この場合、電気自動車のＥＣＵ（エレクトリックコントロールユニット）が待ち状態のままとなって初期状態に復帰することができなくなることがある。それによって、電気自動車のイグニッション操作を受け付けることができず、電気自動車を始動できなくなることがある。 For this reason, if a power failure occurs during quick charging, communication between the quick charger and the electric vehicle is interrupted during the charging control procedure, and the electric vehicle side that has not detected the occurrence of the power failure continues the charging control procedure, There may be a state of waiting for a response from the quick charger. In this case, the ECU (electric control unit) of the electric vehicle may remain in a waiting state and cannot return to the initial state. As a result, the ignition operation of the electric vehicle cannot be accepted, and the electric vehicle may not be started.
　このような問題を解決するために、充電器が外部電源の停電により停止した場合に、充電器の制御・通信系に供電する充電用電力を、充電器側のコネクタを介して電気自動車の補助バッテリーから供給し、充電器と電気自動車が通信して、所定の充電終了手順を実施し、駆動用バッテリーの充電を終了させる技術が提案されている（例えば、特許文献１）。 In order to solve such problems, when the charger is stopped due to a power failure of the external power supply, the electric power for charging supplied to the control / communication system of the charger is supplied to the electric vehicle via the connector on the charger side. A technique has been proposed in which charging is performed from a battery, a charger and an electric vehicle communicate with each other, a predetermined charging termination procedure is performed, and charging of the driving battery is terminated (for example, Patent Document 1).
　また、電気自動車の駆動用バッテリーから家庭に電力供給を行うことにより、電気自動車を震災等の非常時の外部電源として活用することも提案されている（例えば、特許文献２）。電気自動車から家庭への放電を可能にすることで、例えば、家庭内の電力使用量の少ない時間帯に電気自動車へ電力を蓄えておき、電力使用量の多い時間帯に、電気自動車から家庭内に電力を供給するといった、電力の平準化を図ることもできる。 It has also been proposed to use an electric vehicle as an external power source in case of an emergency such as an earthquake by supplying power to the home from a battery for driving the electric vehicle (for example, Patent Document 2). By enabling discharge from the electric vehicle to the home, for example, power is stored in the electric vehicle at a time when the amount of power used in the home is low, and the home from the electric vehicle is used at a time when the power usage is high. It is also possible to achieve power leveling, such as supplying power to
　図１３は、従来の充放電システム１００の構成を示すブロック図である。充放電システム１００は、電気自動車１２、充放電器１３、電力系統７および負荷機器８を含んで構成される。 FIG. 13 is a block diagram showing a configuration of a conventional charge / discharge system 100. The charge / discharge system 100 includes an electric vehicle 12, a charger / discharger 13, a power system 7 and a load device 8.
　電気自動車１２は、駆動用バッテリー１２１、充放電ポート１２２、コンタクタ１２３および通信部１２４を備えている。 The electric vehicle 12 includes a drive battery 121, a charge / discharge port 122, a contactor 123, and a communication unit 124.
　充放電器１３は、電気自動車１２の駆動用バッテリー１２１への充電を行う機能、および電気自動車１２からの放電を受け入れる機能を有している。充放電器１３は、本体部１４、充放電ケーブル１５および充放電コネクタ１６を含んで構成される。本体部１４は、主回路部１４１、制御部１４２、電力変換器１４３、コンタクタ１４４および通信部１４５を備えている。 The charger / discharger 13 has a function of charging the driving battery 121 of the electric vehicle 12 and a function of accepting discharge from the electric vehicle 12. The charger / discharger 13 includes a main body 14, a charge / discharge cable 15, and a charge / discharge connector 16. The main body unit 14 includes a main circuit unit 141, a control unit 142, a power converter 143, a contactor 144, and a communication unit 145.
　本体部１４は、ＡＣバス９を介して電力系統７と家電製品などの負荷機器８とに接続されている。充放電コネクタ１６が電気自動車１２の充放電ポート１２２に接続されることにより、主回路部１４１と、駆動用バッテリー１２１とが、コンタクタ１４４・１２３を介して電気的に接続される。また、通信部１４５と通信部１２４とが電気的に接続され、通信部１２４と通信部１４５との間で、例えば、充放電器１３の定格電力を示す情報、および駆動用バッテリー１２１の電圧・残量を示す情報等が送受信される。 The main unit 14 is connected to the power system 7 and a load device 8 such as a home appliance via the AC bus 9. By connecting the charging / discharging connector 16 to the charging / discharging port 122 of the electric vehicle 12, the main circuit unit 141 and the driving battery 121 are electrically connected via the contactors 144 and 123. In addition, the communication unit 145 and the communication unit 124 are electrically connected, and for example, information indicating the rated power of the charger / discharger 13 and the voltage / voltage of the drive battery 121 between the communication unit 124 and the communication unit 145. Information indicating the remaining amount is transmitted and received.
　主回路部１４１は、スイッチ素子のスイッチング動作により、電流路の電圧を制御するものである。電気自動車１２への充電時には、電力系統７からの電力が主回路部１４１を介して、駆動用バッテリー１２１に供給される。一方、電気自動車１２を外部電源として使用する場合は、駆動用バッテリー１２１からの放電電力が、主回路部１４１およびＡＣバス９を介して負荷機器８に供給される。 The main circuit unit 141 controls the voltage of the current path by the switching operation of the switch element. When charging the electric vehicle 12, power from the power system 7 is supplied to the drive battery 121 via the main circuit unit 141. On the other hand, when the electric vehicle 12 is used as an external power source, the discharged power from the drive battery 121 is supplied to the load device 8 via the main circuit unit 141 and the AC bus 9.
日本国公開特許公報「特開２０１０―２３９８５０号公報（２０１０年１０月２１日公開）」Japanese Patent Publication “JP 2010-239850 A (published October 21, 2010)” 日本国公開特許公報「特開平１１－１７８２３４号公報（１９９９年７月２日公開）」Japanese Patent Publication “Japanese Patent Laid-Open No. 11-178234 (published July 2, 1999)”
　主回路部１４１のスイッチング動作は、制御部１４２によって制御される。さらに、制御部１４２は、充放電器１３の起動シーケンスを実行し、放電開始前の通信部１４５と通信部１２４との間の送受信制御も行う。そのため、制御部１４２が機能していない状態では、充放電器１３の充放電動作を開始することができない。 The switching operation of the main circuit unit 141 is controlled by the control unit 142. Furthermore, the control part 142 performs the starting sequence of the charger / discharger 13, and also performs transmission / reception control between the communication part 145 and the communication part 124 before the start of discharge. Therefore, in a state where the control unit 142 is not functioning, the charge / discharge operation of the charger / discharger 13 cannot be started.
　制御部１４２を機能させるためには、制御部１４２に低電圧の制御電力を供給する必要がある。通常は、電力系統７からの電力を電力変換器１４３において制御電力に変換することにより、制御部１４２に制御電力を供給している。しかしながら、停電等によって電力系統７から電力が供給されない場合、電力系統７および電気自動車１２以外の電力供給源から制御部１４２へ制御電力を供給して、制御部１４２を機能させる必要がある。そうしなければ、充放電器１３は、電気自動車１２からの放電電力を受け入れることはできない。 In order for the control unit 142 to function, it is necessary to supply low-voltage control power to the control unit 142. Normally, control power is supplied to the control unit 142 by converting power from the power system 7 into control power in the power converter 143. However, when power is not supplied from the power system 7 due to a power failure or the like, it is necessary to supply the control power from the power supply source other than the power system 7 and the electric vehicle 12 to the control unit 142 to cause the control unit 142 to function. Otherwise, the charger / discharger 13 cannot accept the discharge power from the electric vehicle 12.
　仮に、制御部１４２が機能していない状態で、電気自動車１２から主回路部１４１へ電力を供給した場合、大電流が流れて、充放電ケーブル１５が燃えたり、主回路部１４１を構成する部品が壊れたりするおそれがある。そのため、蓄電池などの電力供給源を備えていない家庭に充放電システム１００を設置しても、停電時に制御部１４２に制御電力が供給されないため、充放電器１３は、電気自動車１２からの放電電力を安全に受け入れることができない。そのため、電気自動車１２を非常用の外部電源として活用することができない。 If power is supplied from the electric vehicle 12 to the main circuit unit 141 in a state where the control unit 142 is not functioning, a large current flows and the charge / discharge cable 15 burns, or the components constituting the main circuit unit 141 May be damaged. Therefore, even if the charging / discharging system 100 is installed in a home that does not have a power supply source such as a storage battery, the control power is not supplied to the control unit 142 at the time of a power failure. Can not be accepted safely. Therefore, the electric vehicle 12 cannot be used as an emergency external power source.
　また、特許文献２においても、家庭内に蓄電池などの電力供給源が設けられていない形態で、停電時に、充放電器を制御するコントローラの制御電力をどこから供給するのかは記載されていない。 Also, Patent Document 2 does not describe where the control power of the controller that controls the charger / discharger is supplied from when the power supply source such as a storage battery is not provided in the home.
　特許文献１においては、家庭内から電気自動車への電力の供給による電気自動車のバッテリーの充電中に停電した時における安全な充電停止の実現を想定している。しかし、電力系統が停電中に電気自動車のバッテリーから家庭内へ電力を供給する、つまり停電時における、電気自動車から家庭内への電力供給の維持は想定されていない。 In Patent Document 1, it is assumed that a safe stop of charging is realized when a power failure occurs while the battery of the electric vehicle is being charged by supplying electric power from the home to the electric vehicle. However, it is not envisaged that the electric power system will supply electric power from the battery of the electric vehicle to the home during a power outage, that is, maintain the electric power supply from the electric vehicle to the home during the power outage.
　本発明は、上記の問題点を解決するためになされたもので、その目的は、停電時においても電気自動車から充放電器への放電を安全に行うことができる電気自動車を実現することにある。 The present invention has been made to solve the above-described problems, and an object of the present invention is to realize an electric vehicle capable of safely discharging the electric vehicle to the charger / discharger even during a power failure. .
　上記の課題を解決するために、本発明に係る電気自動車は、充放電器への放電を行う機能を有する電気自動車であって、前記電気自動車からの放電電力の受け入れを制御する前記充放電器の放電制御部に対して、制御電力を供給する制御電力供給手段を備えていることを特徴としている。 In order to solve the above problems, an electric vehicle according to the present invention is an electric vehicle having a function of discharging to a charger / discharger, and controls the acceptance of discharge power from the electric vehicle. The discharge control unit is provided with a control power supply means for supplying control power.
　上記の構成によれば、停電によって充放電器の放電制御部が機能していない場合であっても、制御電力供給手段から放電制御部に制御電力を供給することにより、放電制御部を起動して制御可能な状態とすることができる。これにより、充放電器は、電気自動車からの放電電力を安全に受け入れることができる。したがって、停電時においても充放電器への放電を安全に行うことができる電気自動車を実現することができる。 According to the above configuration, even if the discharge control unit of the charger / discharger is not functioning due to a power failure, the discharge control unit is activated by supplying control power from the control power supply means to the discharge control unit. Can be controlled. Thereby, the charger / discharger can safely accept the discharge power from the electric vehicle. Therefore, an electric vehicle capable of safely discharging to the charger / discharger even during a power failure can be realized.
　本発明に係る充放電器は、電気自動車に接続するためのコネクタと、前記コネクタが接続された電気自動車からの放電電力の受け入れを制御する放電制御部とを有する充放電器であって、前記コネクタが本発明に係る電気自動車に接続されたときに、前記制御電力供給手段からの制御電力を出力するための当該電気自動車の出力ポートと、前記放電制御部とを電気的に接続する接続部材を備えたことを特徴としている。 The charger / discharger according to the present invention is a charger / discharger having a connector for connecting to an electric vehicle, and a discharge controller for controlling acceptance of discharge power from the electric vehicle to which the connector is connected, When the connector is connected to the electric vehicle according to the present invention, a connecting member for electrically connecting the output port of the electric vehicle for outputting the control power from the control power supply means and the discharge controller. It is characterized by having.
　上記の構成によれば、電気自動車のユーザ等が、コネクタを本発明に係る電気自動車に接続することにより、接続部材を介して電気自動車の出力ポートから制御電力を放電制御部に供給することができる。したがって、本発明に係る充放電器は、停電時であっても、本発明に係る電気自動車に接続することにより、当該電気自動車からの放電電力を安全に受け入れることができる。 According to said structure, the user of an electric vehicle etc. can supply control electric power to the discharge control part from the output port of an electric vehicle via a connection member by connecting a connector to the electric vehicle which concerns on this invention. it can. Therefore, the charger / discharger according to the present invention can safely accept the discharge power from the electric vehicle by connecting to the electric vehicle according to the present invention even during a power failure.
　本発明に係る充放電システムは、本発明に係る電気自動車と、本発明に係る充放電器とを備えている。 The charge / discharge system according to the present invention includes the electric vehicle according to the present invention and the charger / discharger according to the present invention.
　また、上記電気自動車の各手段としてコンピュータを動作させる制御プログラム、および当該制御プログラムを記録したコンピュータ読み取り可能な記録媒体も本発明の技術的範囲に含まれる。 Further, a control program for operating a computer as each means of the electric vehicle and a computer-readable recording medium recording the control program are also included in the technical scope of the present invention.
　以上のように、本発明に係る電気自動車は、充放電器への放電を行う機能を有する電気自動車であって、前記電気自動車からの放電電力の受け入れを制御する前記充放電器の放電制御部に対して、制御電力を供給する制御電力供給手段を備えている構成である。したがって、停電時においても充放電器への放電を安全に行うことができる電気自動車を実現できるという効果を奏する。 As described above, the electric vehicle according to the present invention is an electric vehicle having a function of discharging to the charger / discharger, and controls the acceptance of discharge power from the electric vehicle. On the other hand, it is the structure provided with the control power supply means which supplies control power. Therefore, there is an effect that it is possible to realize an electric vehicle that can safely discharge to the charger / discharger even during a power failure.
（ａ）は、本発明の実施形態１に係る充放電システムの概略構成を示すブロック図であり、（ｂ）は、当該充放電システムの概略構成を示す斜視図であり、（ｃ）は、充放電コネクタの構成を示す斜視図である。(A) is a block diagram which shows schematic structure of the charging / discharging system which concerns on Embodiment 1 of this invention, (b) is a perspective view which shows schematic structure of the said charging / discharging system, (c), It is a perspective view which shows the structure of a charging / discharging connector. 図１に示す充放電システムのさらに詳細な構成を示すブロック図である。It is a block diagram which shows the further detailed structure of the charging / discharging system shown in FIG. 上記電気自動車の充放電ポートの平面図である。It is a top view of the charging / discharging port of the said electric vehicle. 図２に示す充放電器から電気自動車への充電を行う手順を示すフローチャートである。It is a flowchart which shows the procedure which charges to an electric vehicle from the charger / discharger shown in FIG. 図２に示す充放電器から電気自動車への放電を行う手順を示すフローチャートである。It is a flowchart which shows the procedure which discharges to the electric vehicle from the charger / discharger shown in FIG. 本発明の実施形態２に係る充放電システムの概略構成を示すブロック図である。It is a block diagram which shows schematic structure of the charging / discharging system which concerns on Embodiment 2 of this invention. 図６に示す充放電システムの電気自動車から充放電器の放電を行う手順を示すフローチャートである。It is a flowchart which shows the procedure which discharges a charger / discharger from the electric vehicle of the charging / discharging system shown in FIG. 図６に示す充放電システムの電気自動車から充放電器の放電を行う手順を示すフローチャートである。It is a flowchart which shows the procedure which discharges a charger / discharger from the electric vehicle of the charging / discharging system shown in FIG. 本発明の実施形態３に係る充放電システムの概略構成を示すブロック図である。It is a block diagram which shows schematic structure of the charging / discharging system which concerns on Embodiment 3 of this invention. 図９に示す充放電システムの電気自動車から充放電器の放電を行う手順を示すフローチャートである。It is a flowchart which shows the procedure which discharges a charger / discharger from the electric vehicle of the charging / discharging system shown in FIG. 図９に示す充放電システムの電気自動車から充放電器の放電を行う手順を示すフローチャートである。It is a flowchart which shows the procedure which discharges a charger / discharger from the electric vehicle of the charging / discharging system shown in FIG. 本発明の実施形態４に係る充放電システムの概略構成を示すブロック図である。It is a block diagram which shows schematic structure of the charging / discharging system which concerns on Embodiment 4 of this invention. 従来の充放電システムの構成を示すブロック図である。It is a block diagram which shows the structure of the conventional charging / discharging system.
　〔実施形態１〕
　本発明の第１の実施形態について図１～図５に基づいて説明すれば、以下のとおりである。 Embodiment 1
The first embodiment of the present invention will be described below with reference to FIGS.
　（充放電システムの概略）
　図１（ａ）は、本実施形態に係る充放電システム１の概略構成を示すブロック図である。充放電システム１は、電気自動車２、充放電器３、電力系統７および負荷機器８を含んで構成される。 (Outline of charge / discharge system)
Fig.1 (a) is a block diagram which shows schematic structure of the charging / discharging system 1 which concerns on this embodiment. The charge / discharge system 1 includes an electric vehicle 2, a charger / discharger 3, a power system 7, and a load device 8.
　電気自動車２は、駆動用バッテリー２１を備えている。駆動用バッテリー２１に蓄えられた電力を図示しない電気モータに供給して、当該電気モータを駆動することにより、電気自動車２は走行する。また、電気自動車２は、充放電器３への放電を行う機能を有している。 The electric vehicle 2 includes a drive battery 21. The electric vehicle 2 travels by supplying the electric power stored in the drive battery 21 to an electric motor (not shown) and driving the electric motor. The electric vehicle 2 has a function of discharging the charger / discharger 3.
　充放電器３は、例えば、一般家庭の電気自動車２の駐車スペースに設置され、電気自動車２への充電を行う機能、および電気自動車２からの放電を受け入れる機能を有している。充放電器３は、本体部４、充放電ケーブル５および充放電コネクタ（コネクタ）６を含んで構成される。電気自動車２および充放電器３のさらに詳細な構成は、後述する。 The charger / discharger 3 is installed in, for example, a parking space of an electric vehicle 2 in a general household, and has a function of charging the electric vehicle 2 and a function of receiving discharge from the electric vehicle 2. The charger / discharger 3 includes a main body 4, a charge / discharge cable 5, and a charge / discharge connector (connector) 6. More detailed configurations of the electric vehicle 2 and the charger / discharger 3 will be described later.
　本体部４は、ＡＣバス９を介して電力系統７と家電製品などの負荷機器８とに接続されている。 The main body 4 is connected to a power system 7 and a load device 8 such as a home appliance via an AC bus 9.
　図１（ｂ）は、充放電システム１の概略構成を示す斜視図である。充放電コネクタ６を電気自動車２の充放電ポート２２に接続することにより、電気自動車２と充放電器３の本体部４とが電気的に接続される。 FIG. 1B is a perspective view showing a schematic configuration of the charge / discharge system 1. By connecting the charge / discharge connector 6 to the charge / discharge port 22 of the electric vehicle 2, the electric vehicle 2 and the main body 4 of the charger / discharger 3 are electrically connected.
　図１（ｃ）は、充放電コネクタ６の構成を示す斜視図である。充放電コネクタ６には、レバー６１が設けられている。レバー６１を握りながら、先端部６２を充放電ポート２２の所定の深さまで差し込むことにより、充放電ポート２２が電気自動車２に接続される。 FIG. 1C is a perspective view showing the configuration of the charge / discharge connector 6. The charge / discharge connector 6 is provided with a lever 61. The charging / discharging port 22 is connected to the electric vehicle 2 by inserting the distal end portion 62 to a predetermined depth of the charging / discharging port 22 while grasping the lever 61.
　（電気自動車の構成）
　図２は、充放電システム１のさらに詳細な構成を示すブロック図である。電気自動車２は、駆動用バッテリー２１（制御電力供給手段）および充放電ポート２２の他、コンタクタ２３、通信部２４（通信手段）および補助バッテリー２５（制御電力供給手段）を備えている。 (Configuration of electric vehicle)
FIG. 2 is a block diagram showing a more detailed configuration of the charge / discharge system 1. The electric vehicle 2 includes a contactor 23, a communication unit 24 (communication means), and an auxiliary battery 25 (control power supply means) in addition to the drive battery 21 (control power supply means) and the charge / discharge port 22.
　駆動用バッテリー２１は、図示しない電気モータに供給するための電力を蓄える大容量の蓄電池である。 The drive battery 21 is a large-capacity storage battery that stores electric power to be supplied to an electric motor (not shown).
　コンタクタ２３は、駆動用バッテリー２１と充放電ポート２２との間の電流路の開閉を行う電磁接触器である。 The contactor 23 is an electromagnetic contactor that opens and closes a current path between the driving battery 21 and the charge / discharge port 22.
　通信部２４は、充放電コネクタ６が充放電ポート２２に接続された場合に、充放電器３の通信部４５と電気的に接続される、あるいは通信部４５と通信可能になる。通信部２４と通信部４５との間では、例えば、充放電器３の定格電力の情報、および駆動用バッテリー２１の電圧・残量を示す情報等が送受信される。 The communication unit 24 is electrically connected to the communication unit 45 of the charger / discharger 3 or can communicate with the communication unit 45 when the charge / discharge connector 6 is connected to the charge / discharge port 22. Between the communication unit 24 and the communication unit 45, for example, information on the rated power of the charger / discharger 3, information indicating the voltage / remaining capacity of the drive battery 21, and the like are transmitted and received.
　駆動用バッテリー２１、コンタクタ２３および通信部２４は、図１３に示す従来の電気自動車１２の駆動用バッテリー１２１、コンタクタ１２３および通信部１２４と同一の構成であってよい。 The driving battery 21, the contactor 23, and the communication unit 24 may have the same configuration as the driving battery 121, the contactor 123, and the communication unit 124 of the conventional electric vehicle 12 shown in FIG.
　補助バッテリー２５は、駆動用バッテリー２１とは別に設けられる小容量の蓄電池であり、駆動用バッテリー２１の放電電力よりも低電圧（例えば１２Ｖ）の電力を放電する。補助バッテリー２５に蓄えられた電力は、電気自動車２の制御システムに供給される他、充放電コネクタ６が充放電ポート２２に接続された場合に、充放電器３にも供給可能となっている。 The auxiliary battery 25 is a small-capacity storage battery provided separately from the driving battery 21, and discharges power having a lower voltage (for example, 12 V) than the discharging power of the driving battery 21. In addition to being supplied to the control system of the electric vehicle 2, the electric power stored in the auxiliary battery 25 can also be supplied to the charger / discharger 3 when the charge / discharge connector 6 is connected to the charge / discharge port 22. .
　図３は、充放電ポート２２の平面図である。図３に示すように、充放電ポート２２は、高電圧電力ポートＰ１、通信ポートＰ２および低電圧電力ポートＰ３を備えている。 FIG. 3 is a plan view of the charge / discharge port 22. As shown in FIG. 3, the charging / discharging port 22 includes a high voltage power port P1, a communication port P2, and a low voltage power port P3.
　また、図２に示すように、高電圧電力ポートＰ１は、コンタクタ２３を介して駆動用バッテリー２１に電気的に接続されており、通信ポートＰ２は、通信部２４に電気的に接続されている。高電圧電力ポートＰ１および通信ポートＰ２は、図１３に示す従来の電気自動車１２の充放電ポート１２２にも設けられている。 Further, as shown in FIG. 2, the high voltage power port P1 is electrically connected to the drive battery 21 via the contactor 23, and the communication port P2 is electrically connected to the communication unit 24. . The high voltage power port P1 and the communication port P2 are also provided in the charge / discharge port 122 of the conventional electric vehicle 12 shown in FIG.
　一方、低電圧電力ポートＰ３は、従来の充放電ポート１２２には設けられていない新規のポートである。低電圧電力ポートＰ３は、補助バッテリー２５に電気的に接続されている。 On the other hand, the low voltage power port P3 is a new port that is not provided in the conventional charge / discharge port 122. The low voltage power port P3 is electrically connected to the auxiliary battery 25.
　（充放電器の構成）
　充放電器３は、電気自動車２の駆動用バッテリー２１への充電を行う機能、および、電気自動車２の駆動用バッテリー２１からの放電を受け入れる機能を有している。充放電器３の本体部４は、主回路部４１、制御部４２（放電制御部）、電力変換器４３、コンタクタ４４および通信部４５を備えている。 (Configuration of charger / discharger)
The charger / discharger 3 has a function of charging the drive battery 21 of the electric vehicle 2 and a function of accepting discharge from the drive battery 21 of the electric vehicle 2. The main body unit 4 of the charger / discharger 3 includes a main circuit unit 41, a control unit 42 (discharge control unit), a power converter 43, a contactor 44, and a communication unit 45.
　主回路部４１は、スイッチ素子のスイッチング動作により、電流路の電圧を制御するものである。 The main circuit unit 41 controls the voltage of the current path by the switching operation of the switch element.
　制御部４２は、主回路部４１のスイッチング動作を制御するための制御信号を出力することにより、電気自動車２への充電、および電気自動車からの放電電力の受け入れを制御する。具体的には、充電時において、制御部４２は、主回路部４１が、ＡＣバス９からの電力を、所定の電圧に変換して電気自動車２に供給するように制御する。一方、放電時において、制御部４２は、主回路部４１が、電気自動車２から供給される高圧電力を、所定の電圧に変換してＡＣバス９に供給するように制御する。 The control unit 42 controls the charging of the electric vehicle 2 and the reception of the discharge power from the electric vehicle by outputting a control signal for controlling the switching operation of the main circuit unit 41. Specifically, at the time of charging, the control unit 42 controls the main circuit unit 41 to convert the electric power from the AC bus 9 into a predetermined voltage and supply it to the electric vehicle 2. On the other hand, at the time of discharging, the control unit 42 controls the main circuit unit 41 to convert the high voltage power supplied from the electric vehicle 2 into a predetermined voltage and supply it to the AC bus 9.
　電力変換器４３は、ＡＣバス９または主回路部４１から供給される電力を、低電圧の制御電力に変換して制御部４２に供給する。 The power converter 43 converts the power supplied from the AC bus 9 or the main circuit unit 41 into low-voltage control power and supplies it to the control unit 42.
　コンタクタ４４は、電気自動車２のコンタクタ２３と同様、電流路の開閉を行う電磁接触器である。 The contactor 44 is an electromagnetic contactor that opens and closes a current path, like the contactor 23 of the electric vehicle 2.
　通信部４５は、充放電コネクタ６が充放電ポート２２に接続された状態で、電気自動車２の通信部２４と、必要な情報を送受信する。 The communication unit 45 transmits / receives necessary information to / from the communication unit 24 of the electric vehicle 2 in a state where the charge / discharge connector 6 is connected to the charge / discharge port 22.
　これらの主回路部４１、制御部４２、電力変換器４３、コンタクタ４４および通信部４５の各構成は、図１３に示す従来の充放電器１３の主回路部１４１、制御部１４２、電力変換器１４３、コンタクタ１４４および通信部１４５の各構成とそれぞれ同一であってよい。 Each configuration of the main circuit unit 41, the control unit 42, the power converter 43, the contactor 44, and the communication unit 45 includes a main circuit unit 141, a control unit 142, and a power converter of the conventional charger / discharger 13 shown in FIG. 143, contactor 144, and communication unit 145 may be the same as each other.
　充放電コネクタ６は、高電圧電力ポートＰ４、通信ポートＰ５および低電圧電力ポートＰ６（接続部材）を備えている。充放電コネクタ６が充放電ポート２２に接続された状態において、高電圧電力ポートＰ４、通信ポートＰ５および低電圧電力ポートＰ６は、それぞれ充放電ポート２２の高電圧電力ポートＰ１、通信ポートＰ２および低電圧電力ポートＰ３と接触する。 The charge / discharge connector 6 includes a high voltage power port P4, a communication port P5, and a low voltage power port P6 (connection member). In a state where the charge / discharge connector 6 is connected to the charge / discharge port 22, the high voltage power port P4, the communication port P5, and the low voltage power port P6 are the high voltage power port P1, the communication port P2, and the low voltage port 22 of the charge / discharge port 22, respectively. Contact voltage power port P3.
　高電圧電力ポートＰ４は、コンタクタ４４を介して主回路部４１に電気的に接続されており、通信ポートＰ５は、通信部４５に電気的に接続されている。高電圧電力ポートＰ４および通信ポートＰ５は、図１３に示す従来の充放電器１３の充放電コネクタ１６にも設けられている。 The high voltage power port P4 is electrically connected to the main circuit unit 41 via the contactor 44, and the communication port P5 is electrically connected to the communication unit 45. The high voltage power port P4 and the communication port P5 are also provided in the charge / discharge connector 16 of the conventional charger / discharger 13 shown in FIG.
　一方、低電圧電力ポートＰ６は、従来の充放電コネクタ１６には設けられていない新規のポートである。低電圧電力ポートＰ６は、配線Ｌ（接続部材）を介して制御部４２に電気的に接続されている。これにより、充放電コネクタ６が充放電ポート２２に接続されたときに、電気自動車２の補助バッテリー２５と、充放電器３の制御部４２とが電気的に接続される。 On the other hand, the low voltage power port P6 is a new port that is not provided in the conventional charge / discharge connector 16. The low voltage power port P6 is electrically connected to the control unit 42 via a wiring L (connection member). Thereby, when the charging / discharging connector 6 is connected to the charging / discharging port 22, the auxiliary battery 25 of the electric vehicle 2 and the control part 42 of the charger / discharger 3 are electrically connected.
　なお、上記低電圧電力ポートＰ６および配線Ｌは、補助バッテリー２５からの制御電力を出力するための電気自動車２の低電圧電力ポートＰ３（出力ポート）と制御部４２とを電気的に接続する上記接続部材として機能する。 The low voltage power port P6 and the wiring L electrically connect the low voltage power port P3 (output port) of the electric vehicle 2 for outputting the control power from the auxiliary battery 25 and the control unit 42. Functions as a connecting member.
　このように、本実施形態では、充放電コネクタ６が充放電ポート２２に接続された状態で、電気自動車２の補助バッテリー２５から充放電器３の制御部４２に制御電力が供給可能となっている。 Thus, in the present embodiment, control power can be supplied from the auxiliary battery 25 of the electric vehicle 2 to the control unit 42 of the charger / discharger 3 in a state where the charge / discharge connector 6 is connected to the charge / discharge port 22. Yes.
　これにより、停電時に電気自動車２から充放電器３に放電を行う際に、家庭内に電力系統７以外の電力供給源が設けられていないために、家庭内から制御部４２に制御電力の供給ができない場合であっても、電気自動車２から制御部４２に制御電力を供給することにより、制御部４２を起動することができる。したがって、電気自動車２は、停電時においても充放電器３への放電を安全に行うことができる。 Thereby, when discharging from the electric vehicle 2 to the charger / discharger 3 at the time of a power failure, since no power supply source other than the power system 7 is provided in the home, the control power is supplied from the home to the control unit 42. Even if the control cannot be performed, the control unit 42 can be activated by supplying control power from the electric vehicle 2 to the control unit 42. Therefore, the electric vehicle 2 can safely discharge the charger / discharger 3 even during a power failure.
　（充電の手順）
　続いて、電気自動車２への充電について説明する。 (Charging procedure)
Next, charging of the electric vehicle 2 will be described.
　図４は、充放電器３から電気自動車２への充電を行う手順を示すフローチャートである。まず、ユーザが充放電コネクタ６を充放電ポート２２に接続して（ステップＳ１）、充放電器３の図示しない充電開始ボタンを押下すると（ステップＳ２）、充放電器３の通信部４５から電気自動車２の通信部２４に信号が送信される（ステップＳ３）。続いて、充放電器３の制御部４２は、通信部４５と通信部２４との間で通信可能であるかを判定する（ステップＳ４）。制御部４２は、通信部４５と通信部２４との間で通信可能であると判定した場合（ステップＳ４において「ＹＥＳ」）、通信部４５と通信部２４との間で情報交換が正常に行われたか否かを判定する（ステップＳ５）。 FIG. 4 is a flowchart showing a procedure for charging the electric vehicle 2 from the charger / discharger 3. First, when the user connects the charging / discharging connector 6 to the charging / discharging port 22 (step S1) and presses a charging start button (not shown) of the charging / discharging device 3 (step S2), the communication unit 45 of the charging / discharging device 3 electrically A signal is transmitted to the communication unit 24 of the automobile 2 (step S3). Subsequently, the control unit 42 of the charger / discharger 3 determines whether communication is possible between the communication unit 45 and the communication unit 24 (step S4). If the control unit 42 determines that communication is possible between the communication unit 45 and the communication unit 24 (“YES” in step S4), the information exchange is normally performed between the communication unit 45 and the communication unit 24. It is determined whether or not it has been received (step S5).
　制御部４２は、通信部４５と通信部２４との間で情報交換が正常に行われたと判定した場合（ステップＳ５において「ＹＥＳ」）、交換された情報に基づいて、充電可能であるか否かを判定する（ステップＳ６）。制御部４２は、充電可能であると判定した場合（ステップＳ７において「ＹＥＳ」）、充放電器３と電気自動車２との間の配線に、絶縁不良および短絡の少なくとも一方がないか判定する（ステップＳ８）。そして、制御部４２は、絶縁不良または短絡がないと判定した場合に（ステップＳ８において「ＹＥＳ」）、主回路部４１を制御して、充電を開始する（ステップＳ９）。 When it is determined that information exchange between the communication unit 45 and the communication unit 24 has been normally performed (“YES” in step S5), the control unit 42 determines whether charging is possible based on the exchanged information. Is determined (step S6). If it is determined that charging is possible ("YES" in step S7), the control unit 42 determines whether the wiring between the charger / discharger 3 and the electric vehicle 2 has at least one of an insulation failure and a short circuit ( Step S8). When determining that there is no insulation failure or short circuit (“YES” in step S8), the control unit 42 controls the main circuit unit 41 to start charging (step S9).
　なお、ステップＳ４、Ｓ５、Ｓ７およびＳ８のいずれかにおいて「ＮＯ」の場合、警告表示部に警告表示すること等により、異常があることがユーザに通知される（ステップＳ１０）。 If “NO” in any of steps S4, S5, S7, and S8, the user is notified that there is an abnormality by displaying a warning on the warning display unit or the like (step S10).
　（放電の手順）
　続いて、電気自動車２の放電動作について説明する。 (Discharge procedure)
Next, the discharge operation of the electric vehicle 2 will be described.
　図５は、電気自動車２から充放電器３への放電を行う手順を示すフローチャートである。まず、ユーザが充放電コネクタ６を充放電ポート２２に接続すると（ステップＳ２０）、電気自動車２の補助バッテリー２５から充放電器３の制御部４２に制御電力が供給される（ステップＳ２１）。そのため、停電時であっても、制御部４２は起動することができる（ステップＳ２２）。これにより、制御部４２は主回路部４１を制御することができる状態となるため、充放電器３は、電気自動車２からの放電電力を安全に受け入れることができる。 FIG. 5 is a flowchart showing a procedure for discharging from the electric vehicle 2 to the charger / discharger 3. First, when the user connects the charge / discharge connector 6 to the charge / discharge port 22 (step S20), control power is supplied from the auxiliary battery 25 of the electric vehicle 2 to the control unit 42 of the charger / discharger 3 (step S21). Therefore, the control unit 42 can be activated even during a power failure (step S22). Thereby, since the control part 42 will be in the state which can control the main circuit part 41, the charger / discharger 3 can accept the discharge electric power from the electric vehicle 2 safely.
　続いて、ユーザが放電操作を行い、電気自動車２からの放電が開始されると（ステップＳ２３において「ＹＥＳ」）、放電電力が充放電器３に供給される。さらに、充放電器３に供給された放電電力は、主回路部４１を介して負荷機器８に供給される。その後、ユーザからの放電停止指示があった場合（ステップＳ２４において「ＹＥＳ」）、または、駆動用バッテリー２１の残量が所定値（例えば、満充電量の１０％）以下になった場合（ステップＳ２５において「ＹＥＳ」）、制御部４２は、主回路部４１を制御して、放電電力の受け入れを停止させる（ステップＳ２６）。 Subsequently, when the user performs a discharge operation and discharge from the electric vehicle 2 is started (“YES” in step S23), discharge power is supplied to the charger / discharger 3. Furthermore, the discharge power supplied to the charger / discharger 3 is supplied to the load device 8 via the main circuit unit 41. After that, when there is a discharge stop instruction from the user (“YES” in step S24), or when the remaining amount of the drive battery 21 becomes a predetermined value (for example, 10% of the full charge amount) or less (step) When “YES” in S25), the control unit 42 controls the main circuit unit 41 to stop accepting the discharge power (step S26).
　なお、前述したように、駆動用バッテリー２１の残量を示す情報は、通信部２４から通信部４５へ送信された後、制御部４２によって取得される。 As described above, the information indicating the remaining amount of the drive battery 21 is acquired by the control unit 42 after being transmitted from the communication unit 24 to the communication unit 45.
　（まとめ）
　以上のように、本実施形態では、充放電コネクタ６が充放電ポート２２に接続された状態で、電気自動車２の補助バッテリー２５から充放電器３の制御部４２に制御電力を供給することができる。したがって、電気自動車２は、停電時においても充放電器３への放電を安全に行うことができる。 (Summary)
As described above, in the present embodiment, the control power is supplied from the auxiliary battery 25 of the electric vehicle 2 to the control unit 42 of the charger / discharger 3 with the charge / discharge connector 6 connected to the charge / discharge port 22. it can. Therefore, the electric vehicle 2 can safely discharge the charger / discharger 3 even during a power failure.
　なお、ユーザの放電操作は、電気自動車２側で行ってもよいし、充放電器３側で行ってもよい。ユーザが充放電器３側で放電操作を行った場合は、通信部２４が充放電器３から放電開始命令を示す放電開始情報を受信した場合に、電気自動車２は充放電器３への放電を開始する。なお、電気自動車２は充放電器３への放電開始および放電停止は、電気自動車２の図示しない制御部がコンタクタ２３の開閉を行うことにより実行される。 Note that the user's discharge operation may be performed on the electric vehicle 2 side or on the charger / discharger 3 side. When the user performs a discharging operation on the charger / discharger 3 side, the electric vehicle 2 discharges to the charger / discharger 3 when the communication unit 24 receives the discharge start information indicating the discharge start command from the charger / discharger 3. To start. The electric vehicle 2 starts and stops discharging to the charger / discharger 3 by opening and closing the contactor 23 by a control unit (not shown) of the electric vehicle 2.
　〔実施形態２〕
　本発明の第２の実施形態について、図６～図８に基づいて説明すれば、以下のとおりである。前記の実施形態１では、充放電コネクタが電気自動車の充放電ポートに接続された状態において、電気自動車の補助バッテリーから充放電器の制御部に制御電力が常に供給され続ける。そのため、例えば、災害により停電が発生し、補助バッテリーから制御部に制御電力を供給した状態で長期間避難した場合などに、補助バッテリーがバッテリー切れを起こしてしまい、電気自動車がすぐに使用できない状態になる恐れがある。 [Embodiment 2]
The following describes the second embodiment of the present invention with reference to FIGS. In the first embodiment, the control power is continuously supplied from the auxiliary battery of the electric vehicle to the controller of the charger / discharger in a state where the charge / discharge connector is connected to the charge / discharge port of the electric vehicle. Therefore, for example, when a power outage occurs due to a disaster and the control power is supplied from the auxiliary battery to the control unit for a long period of time, the auxiliary battery has run out of battery and the electric vehicle cannot be used immediately. There is a risk of becoming.
　そこで、本実施形態では、制御部に制御電力を供給してから一定時間内に、充放電器への放電が開始されない場合、および、充放電器への放電が開始してから一定時間経過した場合に、補助バッテリーによる制御電力の供給を停止する構成としている。なお、説明の便宜上、実施形態１において説明した部材と同じ機能を有する部材については、同じ符号を付記し、その説明を省略する。 Therefore, in the present embodiment, when the discharge to the charger / discharger does not start within a certain time after supplying the control power to the control unit, and a certain time has elapsed since the discharge to the charger / discharger started. In this case, the control power supply by the auxiliary battery is stopped. For convenience of explanation, members having the same functions as those described in the first embodiment are denoted by the same reference numerals and description thereof is omitted.
　（充放電システムの構成）
　図６は、本実施形態に係る充放電システム１ａの構成を示すブロック図である。充放電システム１ａは、電気自動車２ａ、充放電器３、電力系統７および負荷機器８を含んで構成される。当該充放電器３の構成は、図２に示す充放電器３と同一である。 (Configuration of charge / discharge system)
FIG. 6 is a block diagram showing the configuration of the charge / discharge system 1a according to the present embodiment. The charge / discharge system 1a includes an electric vehicle 2a, a charger / discharger 3, a power system 7, and a load device 8. The configuration of the charger / discharger 3 is the same as that of the charger / discharger 3 shown in FIG.
　電気自動車２ａは、駆動用バッテリー２１（制御電力供給手段）、充放電ポート２２、コンタクタ２３、通信部２４、補助バッテリー２５（制御電力供給手段）、開閉器２６（制御電力供給手段）、開閉制御部２７（制御電力供給手段）および開閉押しボタン２８（操作受付手段）を備えている。すなわち、電気自動車２ａは、図２に示す電気自動車２において、開閉器２６、開閉制御部２７および開閉押しボタン２８をさらに備えた構成である。 The electric vehicle 2a includes a drive battery 21 (control power supply means), a charge / discharge port 22, a contactor 23, a communication unit 24, an auxiliary battery 25 (control power supply means), a switch 26 (control power supply means), and an open / close control. A unit 27 (control power supply means) and an open / close push button 28 (operation reception means) are provided. That is, the electric vehicle 2a is a configuration further including the switch 26, the opening / closing control unit 27, and the opening / closing push button 28 in the electric vehicle 2 shown in FIG.
　開閉器２６は、補助バッテリー２５と充放電ポート２２の低電圧電力ポートＰ３との間に設けられている。 The switch 26 is provided between the auxiliary battery 25 and the low voltage power port P3 of the charge / discharge port 22.
　開閉制御部２７は、開閉器２６の開閉動作を制御するものである。 The opening / closing control unit 27 controls the opening / closing operation of the switch 26.
　開閉押しボタン２８は、電気自動車２ａの運転席などに設けられており、ユーザが開閉押しボタン２８を押下すると、開閉制御部２７は開閉器２６の開閉状態を切り替える。 The open / close push button 28 is provided in the driver's seat of the electric vehicle 2a, and when the user presses the open / close push button 28, the open / close control unit 27 switches the open / close state of the switch 26.
　（放電の手順）
　続いて、電気自動車２ａの放電動作について説明する。 (Discharge procedure)
Next, the discharge operation of the electric vehicle 2a will be described.
　図７および図８は、電気自動車２ａから充放電器３への放電を行う手順を示すフローチャートである。まず、ユーザが充放電コネクタ６を充放電ポート２２に接続する（ステップＳ３０）。この時点では、開閉器２６は開いており、電気自動車２ａの補助バッテリー２５から充放電器３の制御部４２には制御電力は供給されない。 7 and 8 are flowcharts showing a procedure for discharging the electric vehicle 2a to the charger / discharger 3. FIG. First, the user connects the charge / discharge connector 6 to the charge / discharge port 22 (step S30). At this time, the switch 26 is open, and control power is not supplied from the auxiliary battery 25 of the electric vehicle 2 a to the control unit 42 of the charger / discharger 3.
　続いて、ユーザによって開閉押しボタン２８が押下されると（ステップＳ３１において「ＹＥＳ」）、開閉制御部２７が開閉器２６を閉じて（ステップＳ３２）、補助バッテリー２５から制御部４２に制御電力が供給される（ステップＳ３３）。そのため、停電時であっても、制御部４２は起動することができる（ステップＳ３４）。これにより、制御部４２は主回路部４１を制御することができる状態となるため、充放電器３は、電気自動車２ａからの放電電力を安全に受け入れることができる。 Subsequently, when the user presses the open / close push button 28 (“YES” in step S31), the open / close control unit 27 closes the switch 26 (step S32), and control power is supplied from the auxiliary battery 25 to the control unit 42. Is supplied (step S33). Therefore, the control unit 42 can be activated even during a power failure (step S34). Thereby, since the control part 42 will be in the state which can control the main circuit part 41, the charger / discharger 3 can accept the discharge electric power from the electric vehicle 2a safely.
　続いて、ユーザが放電操作を行い、電気自動車２ａからの放電が開始されると（ステップＳ３５において「ＹＥＳ」）、開閉制御部２７は、放電開始から一定時間（例えば３０秒）経過したか否かを判定する（ステップＳ３６）。そして、放電開始から一定時間経過した場合（ステップＳ３６において「ＹＥＳ」）、開閉制御部２７は開閉器２６を開いて（ステップＳ３７）、補助バッテリー２５から制御部４２への制御電力の供給が停止する（ステップＳ３８）。 Subsequently, when the user performs a discharge operation and discharge from the electric vehicle 2a is started ("YES" in step S35), the opening / closing control unit 27 determines whether or not a certain time (for example, 30 seconds) has elapsed from the start of discharge. Is determined (step S36). When a certain time has elapsed from the start of discharge (“YES” in step S36), the switching control unit 27 opens the switch 26 (step S37), and the supply of control power from the auxiliary battery 25 to the control unit 42 is stopped. (Step S38).
　ステップＳ３８の時点では、既に駆動用バッテリー２１からの放電電力が、ＡＣバス９および電力変換器４３に供給されている状態となっているため、制御部４２には、電力変換器４３から制御電力を供給することができる。よって、補助バッテリー２５から制御部４２への制御電力の供給を停止しても、制御部４２は制御動作を継続することができる。 At the time of step S38, since the discharge power from the drive battery 21 has already been supplied to the AC bus 9 and the power converter 43, the control unit 42 receives the control power from the power converter 43. Can be supplied. Therefore, even if the supply of control power from the auxiliary battery 25 to the control unit 42 is stopped, the control unit 42 can continue the control operation.
　その後、ユーザからの放電停止指示があった場合（ステップＳ３９において「ＹＥＳ」）、または、駆動用バッテリー２１の残量が所定値（例えば、満充電量の１０％）以下になった場合（ステップＳ４０において「ＹＥＳ」）、制御部４２は、主回路部４１を制御して、放電電力の受け入れを停止させる（ステップＳ４１）。 After that, when there is a discharge stop instruction from the user (“YES” in step S39), or when the remaining amount of the drive battery 21 becomes a predetermined value (for example, 10% of the full charge amount) or less (step) In S40, “YES”), the control unit 42 controls the main circuit unit 41 to stop receiving discharge power (step S41).
　一方、補助バッテリー２５から制御部４２に制御電力が供給されてから、一定時間（例えば２０分）内に充放電器３への放電が開始されない場合（ステップＳ３５において「ＮＯ」、ステップＳ４２において「ＹＥＳ」）、開閉制御部２７は開閉器２６を開いて（ステップＳ４３）、補助バッテリー２５から制御部４２への制御電力の供給を停止させ（ステップＳ４４）、処理を終了する。なお、ステップＳ４４の後に、開閉押しボタン２８が押下された場合、ステップＳ３２に移行してもよい。 On the other hand, if the discharge to the charger / discharger 3 is not started within a certain time (for example, 20 minutes) after the control power is supplied from the auxiliary battery 25 to the control unit 42 ("NO" in step S35, " YES ”), the switching control unit 27 opens the switch 26 (step S43), stops the supply of control power from the auxiliary battery 25 to the control unit 42 (step S44), and ends the process. If the open / close push button 28 is pressed after step S44, the process may proceed to step S32.
　上述したステップＳ３５において「ＮＯ」の場合には、充放電コネクタ６と充放電ポート２２との接続に不具合があった場合（特に、高電圧電力ポートＰ１と高電圧電力ポートＰ４との接続に不具合があった場合）が含まれる。 In the case of “NO” in step S35 described above, if there is a problem in the connection between the charge / discharge connector 6 and the charge / discharge port 22 (particularly, the connection between the high voltage power port P1 and the high voltage power port P4 is defective). Is included).
　（まとめ）
　以上のように、本実施形態では、停電が発生しているか否かをユーザが判断して、ユーザが開閉押しボタンを操作することにより、補助バッテリーからの制御電力の供給を開始させる。すなわち、ユーザが、停電が発生していないと判断し、開閉押しボタンを操作しない場合は、補助バッテリーからの制御電力の供給は開始されない。これにより、補助バッテリー２５からの不要な電力供給を抑制することができる。 (Summary)
As described above, in the present embodiment, the user determines whether or not a power failure has occurred, and the control power from the auxiliary battery is started by the user operating the open / close push button. That is, when the user determines that no power failure has occurred and does not operate the open / close push button, the supply of control power from the auxiliary battery is not started. Thereby, unnecessary power supply from the auxiliary battery 25 can be suppressed.
　なお、ユーザが開閉押しボタンを操作することを、ユーザが補助バッテリー２５から制御部４２への放電を開始させる指示を電気自動車に与えること、あるいは、ユーザが補助バッテリー２５から制御部４２への出力経路を開状態から閉状態に変更する指示を電気自動車に与えることと言い換えることもできる。 Note that the user operates the open / close push button, the user gives an instruction to start discharging from the auxiliary battery 25 to the control unit 42, or the user outputs from the auxiliary battery 25 to the control unit 42. In other words, an instruction to change the route from the open state to the closed state is given to the electric vehicle.
　また、補助バッテリー２５は、制御部４２に制御電力を供給してから一定時間内に充放電器３への放電が開始されない場合、および、充放電器への放電が開始してから一定時間経過した場合に、制御電力の供給を停止する。これにより、補助バッテリー２５のバッテリー切れを防止することができる。 In addition, the auxiliary battery 25 supplies a control power to the control unit 42, and when the discharge to the charger / discharger 3 is not started within a certain time, and when a certain time has elapsed after the discharge to the charger / discharger is started. In such a case, the supply of control power is stopped. This can prevent the auxiliary battery 25 from running out of battery.
　なお、本実施形態では、補助バッテリー２５から制御部４２への制御電力の電力路の導通／非導通を切り替える手段として、開閉器２６を用いたが、そのような手段はこれに限定されない。電力路の導通／非導通を切り替えることができるものであれば、半導体スイッチなどの任意の部材を開閉器２６の代わりに用いることができる。 In the present embodiment, the switch 26 is used as means for switching conduction / non-conduction of the power path of the control power from the auxiliary battery 25 to the control unit 42, but such means is not limited to this. Any member such as a semiconductor switch can be used in place of the switch 26 as long as it can switch between conduction and non-conduction of the power path.
　また、本実施形態では、ユーザの放電開始操作を受け付ける操作受付手段として、開閉押しボタン２８を用いたが、これに限定されない。開閉押しボタン２８の代わりに、例えば、タッチパネルやリモコンなどの任意のユーザインターフェース装置を用いることができる。 In this embodiment, the open / close push button 28 is used as the operation accepting unit that accepts the user's discharge start operation. However, the present invention is not limited to this. Instead of the open / close push button 28, for example, an arbitrary user interface device such as a touch panel or a remote control can be used.
　〔実施形態３〕
　本発明の第３の実施形態について、図９～図１１に基づいて説明すれば、以下のとおりである。本実施形態では、さらに、電気自動車の充放電ポートに充放電コネクタが接続されたことを条件に、補助バッテリーからの制御電力の供給を開始する構成としている。なお、説明の便宜上、実施形態１および２において説明した部材と同じ機能を有する部材については、同じ符号を付記し、その説明を省略する。 [Embodiment 3]
The third embodiment of the present invention will be described below with reference to FIGS. In the present embodiment, the supply of control power from the auxiliary battery is started on the condition that the charge / discharge connector is connected to the charge / discharge port of the electric vehicle. For convenience of explanation, members having the same functions as those described in the first and second embodiments are denoted by the same reference numerals and description thereof is omitted.
　（充放電システムの構成）
　図９は、本実施形態に係る充放電システム１ｃの構成を示すブロック図である。充放電システム１ｃは、電気自動車２ｃ、充放電器３、電力系統７および負荷機器８を含んで構成される。当該充放電器３の構成は、図２に示す充放電器３と同一である。 (Configuration of charge / discharge system)
FIG. 9 is a block diagram showing the configuration of the charge / discharge system 1c according to the present embodiment. The charge / discharge system 1c includes an electric vehicle 2c, a charger / discharger 3, a power system 7, and a load device 8. The configuration of the charger / discharger 3 is the same as that of the charger / discharger 3 shown in FIG.
　電気自動車２ｃは、駆動用バッテリー２１、充放電ポート２２、コンタクタ２３、通信部２４ａ（通信手段）、補助バッテリー２５、開閉器２６、開閉制御部２７およびコネクタ接続検出部２９（接続検出手段）を備えている。すなわち、電気自動車２ｃは、図６に示す電気自動車２ａにおいて、開閉押しボタン２８の代わりにコネクタ接続検出部２９を備えた構成である。 The electric vehicle 2c includes a drive battery 21, a charge / discharge port 22, a contactor 23, a communication unit 24a (communication means), an auxiliary battery 25, a switch 26, an open / close control unit 27, and a connector connection detection unit 29 (connection detection unit). I have. That is, the electric vehicle 2c is configured to include a connector connection detection unit 29 instead of the open / close push button 28 in the electric vehicle 2a shown in FIG.
　コネクタ接続検出部２９は、充放電ポート２２に充放電コネクタ６が接続されているか否かを検出する機能を有している。 The connector connection detection unit 29 has a function of detecting whether or not the charge / discharge connector 6 is connected to the charge / discharge port 22.
　（放電の手順）
　続いて、電気自動車２ｃの放電動作について説明する。 (Discharge procedure)
Next, the discharge operation of the electric vehicle 2c will be described.
　図１０および図１１は、電気自動車２ｃから充放電器３への放電を行う手順を示すフローチャートである。ユーザが充放電コネクタ６を充放電ポート２２に接続すると（ステップＳ６０）、コネクタ接続検出部２９は、充放電コネクタ６が充放電ポート２２に接続されたか否かを検出する（ステップＳ６１）。 FIGS. 10 and 11 are flowcharts showing a procedure for discharging the electric vehicle 2c to the charger / discharger 3. FIG. When the user connects the charging / discharging connector 6 to the charging / discharging port 22 (step S60), the connector connection detecting unit 29 detects whether the charging / discharging connector 6 is connected to the charging / discharging port 22 (step S61).
　コネクタ接続検出部２９が、充放電コネクタ６が充放電ポート２２に接続されたことを検出した場合（ステップＳ６１において「ＹＥＳ」）、電気自動車２ｂの通信部２４ａが充放電器３の通信部４５に信号を送信する（ステップＳ６２）。 When the connector connection detection unit 29 detects that the charge / discharge connector 6 is connected to the charge / discharge port 22 (“YES” in step S61), the communication unit 24a of the electric vehicle 2b is connected to the communication unit 45 of the charger / discharger 3. A signal is transmitted to (step S62).
　一方、コネクタ接続検出部２９が、充放電コネクタ６が充放電ポート２２に接続されたことを検出しない場合（ステップＳ６１において「ＮＯ」）、ユーザが充放電コネクタ６を充放電ポート２２に再度接続することを条件に（ステップＳ６３において「ＹＥＳ」）、ステップＳ６１に移行する。 On the other hand, when the connector connection detection unit 29 does not detect that the charge / discharge connector 6 is connected to the charge / discharge port 22 ("NO" in step S61), the user reconnects the charge / discharge connector 6 to the charge / discharge port 22. If it is to be performed ("YES" in step S63), the process proceeds to step S61.
　通信部２４ａが通信部４５に信号を送信した後、通信部４５から信号が返ってこなかった場合、すなわち、通信部２４ａが通信部４５との信号の送受信ができない場合（ステップＳ６４において「ＮＯ」）、開閉器２６を閉じる（ステップＳ６５）。これは、通信部２４ａと通信部４５との信号送受信ができない場合には、開閉制御部２７は、充放電器３が機能していない（すなわち、停電が発生している）と判断できるからである。これにより、補助バッテリー２５から制御部４２に制御電力が供給され（ステップＳ６６）、制御部４２が起動する（ステップＳ６７）。 After the communication unit 24a transmits a signal to the communication unit 45, when the signal is not returned from the communication unit 45, that is, when the communication unit 24a cannot transmit / receive a signal to / from the communication unit 45 ("NO" in step S64). ), The switch 26 is closed (step S65). This is because when the signal transmission / reception between the communication unit 24a and the communication unit 45 cannot be performed, the switching control unit 27 can determine that the charger / discharger 3 is not functioning (that is, a power failure has occurred). is there. Thereby, control power is supplied from the auxiliary battery 25 to the control unit 42 (step S66), and the control unit 42 is activated (step S67).
　一方、通信部２４ａが通信部４５に信号を送信して、通信部４５から信号が返ってきた場合は（ステップＳ６４において「ＹＥＳ」）、開閉制御部２７は、充放電器３が正常に機能している（すなわち、停電は発生していない）ため、補助バッテリー２５から制御部４２への制御電力の供給は不要と判断する（ステップＳ６８）。したがって、開閉制御部２７は、開閉器２６を開状態に保持する。 On the other hand, when the communication unit 24a transmits a signal to the communication unit 45 and the signal is returned from the communication unit 45 ("YES" in step S64), the switching control unit 27 indicates that the charger / discharger 3 functions normally. Therefore, it is determined that it is unnecessary to supply control power from the auxiliary battery 25 to the control unit 42 (step S68). Therefore, the opening / closing control unit 27 holds the switch 26 in the open state.
　続いて、ユーザが放電操作を行い、電気自動車２ｃからの放電が開始されると（ステップＳ６９において「ＹＥＳ」）、開閉制御部２７は、放電開始から一定時間（例えば３０秒）経過したか否かを判定する（ステップＳ７０）。そして、放電開始から一定時間経過した場合（ステップＳ７０において「ＹＥＳ」）、開閉制御部２７は開閉器２６を開いて（ステップＳ７１）、補助バッテリー２５から制御部４２への制御電力の供給が停止する（ステップＳ７２）。 Subsequently, when the user performs a discharging operation and discharging from the electric vehicle 2c is started (“YES” in step S69), the opening / closing control unit 27 determines whether or not a certain time (for example, 30 seconds) has elapsed from the start of discharging. Is determined (step S70). When a certain time has elapsed from the start of discharge (“YES” in step S70), the switching control unit 27 opens the switch 26 (step S71), and the supply of control power from the auxiliary battery 25 to the control unit 42 is stopped. (Step S72).
　その後、ユーザからの放電停止指示があった場合（ステップＳ７３において「ＹＥＳ」）、または、駆動用バッテリー２１の残量が所定値（例えば、満充電量の１０％）以下になった場合（ステップＳ７４において「ＹＥＳ」）、制御部４２は、主回路部４１を制御して、放電電力の受け入れを停止させる（ステップＳ７５）。 After that, when there is a discharge stop instruction from the user (“YES” in step S73), or when the remaining amount of the drive battery 21 becomes a predetermined value (for example, 10% of the full charge amount) or less (step) In S74, “YES”), the control unit 42 controls the main circuit unit 41 to stop receiving discharge power (step S75).
　一方、補助バッテリー２５から制御部４２に制御電力が供給されてから、一定時間（例えば２０分）内に充放電器３への放電が開始されない場合（ステップＳ６９において「ＮＯ」、ステップＳ７６において「ＹＥＳ」）、開閉制御部２７は開閉器２６を開いて（ステップＳ７７）、補助バッテリー２５から制御部４２への制御電力の供給を停止させる（ステップＳ７８）。その後、充放電コネクタ６が充放電ポート２２に再度接続された場合（ステップＳ７９において「ＹＥＳ」）、ステップＳ６１に移行する。 On the other hand, if the discharge to the charger / discharger 3 is not started within a certain time (for example, 20 minutes) after the control power is supplied from the auxiliary battery 25 to the control unit 42 (“NO” in step S69, “ YES ”), the open / close control unit 27 opens the switch 26 (step S77), and stops the supply of control power from the auxiliary battery 25 to the control unit 42 (step S78). Thereafter, when charge / discharge connector 6 is reconnected to charge / discharge port 22 ("YES" in step S79), the process proceeds to step S61.
　（まとめ）
　以上のように、本実施形態では、電気自動車２ｃの充放電ポート２２に充放電コネクタ６が接続され、かつ、通信部２４ａが通信部４５との信号の送受信をできない場合に、補助バッテリー２５からの制御電力の供給を開始する。これにより、補助バッテリー２５からの不要な電力供給をさらに削減することができる。 (Summary)
As described above, in the present embodiment, when the charge / discharge connector 6 is connected to the charge / discharge port 22 of the electric vehicle 2c and the communication unit 24a cannot transmit / receive a signal to / from the communication unit 45, the auxiliary battery 25 Supply of control power is started. Thereby, unnecessary power supply from the auxiliary battery 25 can be further reduced.
　なお、電気自動車２ｂに、図６に示す開閉押しボタン２８をさらに設け、開閉押しボタン２８が押下され、かつ、充放電ポート２２に充放電コネクタ６が接続され、かつ、通信部２４ａと通信部４５との信号の送受信ができない場合に、開閉制御部２７が補助バッテリー２５からの制御電力の供給を開始させてもよい。 The electric vehicle 2b is further provided with an open / close push button 28 shown in FIG. 6, the open / close push button 28 is pressed, the charge / discharge connector 6 is connected to the charge / discharge port 22, and the communication unit 24a and the communication unit When the signal cannot be transmitted / received to / from 45, the opening / closing control unit 27 may start the supply of control power from the auxiliary battery 25.
　または、開閉押しボタン２８が押下され、かつ、充放電ポート２２に充放電コネクタ６が接続された場合に、開閉制御部２７が補助バッテリー２５からの制御電力の供給を開始させてもよい。あるいは、充放電ポート２２に充放電コネクタ６が接続されたことのみを条件に、開閉制御部２７が補助バッテリー２５からの制御電力の供給を開始させてもよい。この場合も、補助バッテリー２５からの不要な電力供給を削減することができる。 Alternatively, when the open / close push button 28 is pressed and the charge / discharge connector 6 is connected to the charge / discharge port 22, the open / close control unit 27 may start supplying control power from the auxiliary battery 25. Alternatively, on the condition that the charge / discharge connector 6 is connected to the charge / discharge port 22, the open / close control unit 27 may start the supply of control power from the auxiliary battery 25. Also in this case, unnecessary power supply from the auxiliary battery 25 can be reduced.
　〔実施形態４〕
　本発明の第４の実施形態について、図１２に基づいて説明すれば、以下のとおりである。前記の実施形態１～３では、充放電器３の制御部４２を動作させるための制御電力を、補助バッテリー２５から供給していた。これに対し、本実施形態では、制御部４２を動作させるための制御電力を駆動用バッテリー２１から供給する構成としている。なお、説明の便宜上、実施形態１～３において説明した部材と同じ機能を有する部材については、同じ符号を付記し、その説明を省略する。 [Embodiment 4]
The following description will discuss the fourth embodiment of the present invention with reference to FIG. In the first to third embodiments, the control power for operating the control unit 42 of the charger / discharger 3 is supplied from the auxiliary battery 25. In contrast, in the present embodiment, control power for operating the control unit 42 is supplied from the drive battery 21. For convenience of explanation, members having the same functions as those explained in the first to third embodiments are given the same reference numerals and explanation thereof is omitted.
　図１２は、本実施形態に係る充放電システム１ｄの構成を示すブロック図である。充放電システム１ｄは、電気自動車２ｄ、充放電器３、電力系統７および負荷機器８を含んで構成される。当該充放電器３の構成は、図２に示す充放電器３と同一である。 FIG. 12 is a block diagram showing the configuration of the charge / discharge system 1d according to the present embodiment. The charge / discharge system 1d includes an electric vehicle 2d, a charger / discharger 3, a power system 7, and a load device 8. The configuration of the charger / discharger 3 is the same as that of the charger / discharger 3 shown in FIG.
　電気自動車２ｄは、駆動用バッテリー２１、充放電ポート２２、コンタクタ２３、通信部２４、開閉器２６、開閉制御部２７、開閉押しボタン２８および電力変換器３０（制御電力供給手段）を備えている。すなわち、電気自動車２ｄは、図６に示す電気自動車２ａにおいて、補助バッテリー２５の代わりに電力変換器３０を備えた構成である。 The electric vehicle 2d includes a drive battery 21, a charge / discharge port 22, a contactor 23, a communication unit 24, a switch 26, an open / close control unit 27, an open / close push button 28, and a power converter 30 (control power supply means). . That is, the electric vehicle 2d is configured to include the power converter 30 instead of the auxiliary battery 25 in the electric vehicle 2a shown in FIG.
　電力変換器３０は、駆動用バッテリー２１に接続されており、駆動用バッテリー２１からの高電圧の放電電力を低電圧（例えば１２Ｖ）の電力に変換する。電力変換器３０は、開閉器２６を介して充放電ポート２２の低電圧電力ポートＰ３に電気的に接続されている。 The power converter 30 is connected to the driving battery 21 and converts high-voltage discharge power from the driving battery 21 into low-voltage (for example, 12 V) power. The power converter 30 is electrically connected to the low voltage power port P3 of the charge / discharge port 22 via the switch 26.
　これにより、充放電コネクタ６を充放電ポート２２に接続して、開閉器２６を閉じることにより、駆動用バッテリー２１から電力変換器３０を介して、充放電器３の制御部４２に低電圧の制御電力を供給することができる。駆動用バッテリー２１は補助バッテリー２５よりも充電容量が大きいので、補助バッテリー２５から制御電力を供給する構成と比較して、バッテリー切れを起こすリスクを低減できる。 Thereby, the charging / discharging connector 6 is connected to the charging / discharging port 22 and the switch 26 is closed, so that a low voltage is supplied from the driving battery 21 to the control unit 42 of the charging / discharging device 3 via the power converter 30. Control power can be supplied. Since the driving battery 21 has a larger charging capacity than the auxiliary battery 25, the risk of running out of the battery can be reduced as compared with the configuration in which the control power is supplied from the auxiliary battery 25.
　なお、本実施形態に係る電気自動車２ｄの放電動作は、前記の実施形態２に係る電気自動車２ａの放電動作と略同様であるので、詳細な説明を省略する。 The discharge operation of the electric vehicle 2d according to the present embodiment is substantially the same as the discharge operation of the electric vehicle 2a according to the second embodiment, and a detailed description thereof will be omitted.
　〔付記事項〕
　本発明は上述した各実施形態に限定されるものではなく、請求項に示した範囲で種々の変更が可能であり、異なる実施形態にそれぞれ開示された技術的手段を適宜組み合わせて得られる実施形態についても本発明の技術的範囲に含まれる。 [Additional Notes]
The present invention is not limited to the above-described embodiments, and various modifications are possible within the scope shown in the claims, and embodiments obtained by appropriately combining technical means disclosed in different embodiments. Is also included in the technical scope of the present invention.
　最後に、上述した電気自動車２・２ａ～２ｄの各ブロック、特に通信部２４・２４ａ、開閉制御部２７およびコネクタ接続検出部２９は、ハードウェアロジックによって構成してもよいし、次のようにＣＰＵを用いてソフトウェアによって実現してもよい。 Finally, each block of the above-described electric vehicles 2 and 2a to 2d, particularly the communication units 24 and 24a, the open / close control unit 27, and the connector connection detection unit 29 may be configured by hardware logic, as follows. You may implement | achieve by software using CPU.
　すなわち、電気自動車２・２ａ～２ｄは、各機能を実現する制御プログラムの命令を実行するＣＰＵ（central processing unit）、上記プログラムを格納したＲＯＭ（read only memory）、上記プログラムを展開するＲＡＭ（random access memory）、上記プログラムおよび各種データを格納するメモリ等の記憶装置（記録媒体）などを備えている。そして、本発明の目的は、上述した機能を実現するソフトウェアである電気自動車２～２ｄの制御プログラムのプログラムコード（実行形式プログラム、中間コードプログラム、ソースプログラム）をコンピュータで読み取り可能に記録した記録媒体を、上記充放電器に供給し、そのコンピュータ（またはＣＰＵやＭＰＵ）が記録媒体に記録されているプログラムコードを読み出し実行することによっても、達成可能である。 That is, the electric vehicles 2 and 2a to 2d include a CPU (central processing unit) that executes instructions of a control program that realizes each function, a ROM (read only memory) that stores the program, and a RAM (random) that expands the program. access memory), a storage device (recording medium) such as a memory for storing the program and various data. An object of the present invention is a recording medium in which a program code (execution format program, intermediate code program, source program) of a control program for the electric vehicles 2 to 2d, which is software for realizing the functions described above, is recorded so as to be read by a computer Can also be achieved by reading the program code recorded on the recording medium and executing it by the computer (or CPU or MPU).
　上記記録媒体としては、例えば、磁気テープやカセットテープ等のテープ系、フロッピー（登録商標）ディスク／ハードディスク等の磁気ディスクやＣＤ－ＲＯＭ／ＭＯ／ＭＤ／ＤＶＤ／ＣＤ－Ｒ等の光ディスクを含むディスク系、ＩＣカード（メモリカードを含む）／光カード等のカード系、あるいはマスクＲＯＭ／ＥＰＲＯＭ／ＥＥＰＲＯＭ（登録商標）／フラッシュＲＯＭ等の半導体メモリ系などを用いることができる。 Examples of the recording medium include tapes such as magnetic tapes and cassette tapes, magnetic disks such as floppy (registered trademark) disks / hard disks, and disks including optical disks such as CD-ROM / MO / MD / DVD / CD-R. Card system such as IC card, IC card (including memory card) / optical card, or semiconductor memory system such as mask ROM / EPROM / EEPROM (registered trademark) / flash ROM.
　また、電気自動車２・２ａ～２ｄを通信ネットワークと接続可能に構成し、上記プログラムコードを、通信ネットワークを介して供給してもよい。この通信ネットワークとしては、特に限定されず、例えば、インターネット、イントラネット、エキストラネット、ＬＡＮ、ＩＳＤＮ、ＶＡＮ、ＣＡＴＶ通信網、仮想専用網（virtual private network）、電話回線網、移動体通信網、衛星通信網等が利用可能である。また、通信ネットワークを構成する伝送媒体としては、特に限定されず、例えば、ＩＥＥＥ１３９４、ＵＳＢ、電力線搬送、ケーブルＴＶ回線、電話線、ＡＤＳＬ回線等の有線でも、ＩｒＤＡやリモコンのような赤外線、Ｂｌｕｅｔｏｏｔｈ（登録商標）、８０２．１１無線、ＨＤＲ（high data rate）、携帯電話網、衛星回線、地上波デジタル網等の無線でも利用可能である。なお、本発明は、上記プログラムコードが電子的な伝送で具現化された、搬送波に埋め込まれたコンピュータデータ信号の形態でも実現され得る。 Alternatively, the electric vehicles 2 and 2a to 2d may be configured to be connectable to a communication network, and the program code may be supplied via the communication network. The communication network is not particularly limited. For example, the Internet, intranet, extranet, LAN, ISDN, VAN, CATV communication network, virtual private network, telephone line network, mobile communication network, satellite communication. A net or the like is available. Also, the transmission medium constituting the communication network is not particularly limited. For example, even in the case of wired such as IEEE 1394, USB, power line carrier, cable TV line, telephone line, ADSL line, etc., infrared rays such as IrDA and remote control, Bluetooth ( (Registered Trademark), 802.11 wireless, HDR (high data rate), mobile phone network, satellite line, terrestrial digital network, and the like can also be used. The present invention can also be realized in the form of a computer data signal embedded in a carrier wave in which the program code is embodied by electronic transmission.
　本発明に係る電気自動車では、ユーザの放電開始操作を受け付ける操作受付手段を備え、前記操作受付手段がユーザの放電開始操作を受け付けた場合に、前記制御電力供給手段は前記放電制御部に前記制御電力を供給することが好ましい。 The electric vehicle according to the present invention includes operation receiving means for receiving a user's discharge start operation, and when the operation reception means receives a user's discharge start operation, the control power supply means controls the discharge control unit to perform the control. It is preferable to supply power.
　上記の構成によれば、ユーザが放電開始操作を行わない限り、制御電力供給手段は放電制御部に制御電力を供給しない。すなわち、ユーザが、停電が発生していないと判断し、操作受付手段を操作しない場合は、制御電力供給手段からの制御電力の供給は開始されない。これにより、制御電力供給手段からの不要な電力供給を抑制することができる。 According to the above configuration, unless the user performs a discharge start operation, the control power supply means does not supply control power to the discharge control unit. That is, when the user determines that a power failure has not occurred and does not operate the operation receiving unit, the supply of control power from the control power supply unit is not started. Thereby, unnecessary power supply from the control power supply means can be suppressed.
　本発明に係る電気自動車では、前記充放電器のコネクタが前記電気自動車に接続されているか否かを検出する接続検出手段を備え、前記接続検出手段が、前記コネクタが前記電気自動車に接続されていることを検出した場合に、前記制御電力供給手段は前記放電制御部に前記制御電力を供給することが好ましい。 The electric vehicle according to the present invention includes connection detection means for detecting whether or not the connector of the charger / discharger is connected to the electric vehicle, and the connection detection means includes the connector connected to the electric vehicle. Preferably, the control power supply means supplies the control power to the discharge control unit when it is detected.
　上記の構成によれば、充放電器のコネクタが電気自動車に接続されていない場合は、制御電力供給手段は放電制御部に制御電力を供給しない。これにより、制御電力供給手段からの不要な電力供給を抑制することができる。 According to the above configuration, when the connector of the charger / discharger is not connected to the electric vehicle, the control power supply means does not supply control power to the discharge control unit. Thereby, unnecessary power supply from the control power supply means can be suppressed.
　本発明に係る電気自動車では、ユーザの放電開始操作を受け付ける操作受付手段と、前記充放電器のコネクタが前記電気自動車に接続されているか否かを検出する接続検出手段とを備え、前記操作受付手段がユーザの放電開始操作を受け付け、かつ、前記接続検出手段が、前記コネクタが前記電気自動車に接続されていることを検出した場合に、前記制御電力供給手段は前記放電制御部に前記制御電力を供給することが好ましい。 The electric vehicle according to the present invention includes an operation receiving unit that receives a user's discharge start operation, and a connection detection unit that detects whether a connector of the charger / discharger is connected to the electric vehicle. When the means accepts the user's discharge start operation and the connection detection means detects that the connector is connected to the electric vehicle, the control power supply means sends the control power to the discharge control unit. Is preferably supplied.
　上記の構成によれば、ユーザが、停電が発生していないと判断し、操作受付手段を操作しない場合、または、充放電器のコネクタが電気自動車に接続されていない場合、放電制御部への制御電力の供給は行われない。これにより、制御電力供給手段からの不要な電力供給を抑制することができる。 According to the above configuration, when the user determines that a power failure has not occurred and does not operate the operation receiving means, or when the connector of the charger / discharger is not connected to the electric vehicle, Control power is not supplied. Thereby, unnecessary power supply from the control power supply means can be suppressed.
　本発明に係る電気自動車は、前記充放電器と信号の送受信を行う通信手段を備え、前記通信手段が前記充放電器から放電開始情報を受信した場合に、充放電器への放電を開始することが好ましい。 The electric vehicle according to the present invention includes a communication unit that transmits and receives signals to and from the charger / discharger, and starts discharging to the charger / discharger when the communication unit receives discharge start information from the charger / discharger. It is preferable.
　本発明に係る電気自動車では、前記制御電力供給手段は、前記放電制御部に前記制御電力を供給してから一定時間内に前記充放電器への放電が開始されない場合に、前記制御電力の供給を停止することが好ましい。 In the electric vehicle according to the present invention, the control power supply means supplies the control power when discharge to the charger / discharger is not started within a predetermined time after supplying the control power to the discharge controller. Is preferably stopped.
　上記の構成によれば、制御電力供給手段からの不要な電力供給が停止されるので、制御電力供給手段の供給可能電力がなくなって、電気自動車がすぐに使用できなくなる事態を回避できる。 According to the above configuration, since unnecessary power supply from the control power supply means is stopped, it is possible to avoid a situation in which the electric power can be supplied from the control power supply means and the electric vehicle cannot be used immediately.
　本発明に係る電気自動車では、前記制御電力供給手段は、前記充放電器への放電が開始してから一定時間経過後に、前記制御電力の供給を停止することが好ましい。 In the electric vehicle according to the present invention, it is preferable that the control power supply means stops the supply of the control power after a predetermined time has elapsed since the discharge to the charger / discharger started.
　上記の構成によれば、制御電力供給手段から充放電器への放電が開始すると、充放電器の放電制御部は、電気自動車から供給された放電電力によって動作することができる。したがって、制御電力の供給を停止することができるので、制御電力供給手段からの不要な電力供給を回避することができる。 According to the above configuration, when the discharge from the control power supply means to the charger / discharger starts, the discharge controller of the charger / discharger can operate with the discharge power supplied from the electric vehicle. Therefore, since the supply of control power can be stopped, unnecessary power supply from the control power supply means can be avoided.
　本発明に係る電気自動車では、前記制御電力供給手段は、前記電気自動車の電気モータを駆動するための駆動用バッテリーとは別に設けられる補助バッテリーを有してもよい。 In the electric vehicle according to the present invention, the control power supply means may include an auxiliary battery provided separately from a driving battery for driving an electric motor of the electric vehicle.
　上記の構成によれば、例えば、電気自動車の制御システムを動作させるためのバッテリーを、補助バッテリーとして用いることができる。 According to the above configuration, for example, a battery for operating an electric vehicle control system can be used as an auxiliary battery.
　本発明に係る電気自動車では、前記制御電力供給手段は、前記電気自動車の電気モータを駆動するための駆動用バッテリーと、当該駆動用バッテリーからの放電電力の電圧を変換する電圧変換器とを有していることが好ましい。 In the electric vehicle according to the present invention, the control power supply means includes a drive battery for driving the electric motor of the electric vehicle and a voltage converter for converting a voltage of the discharge power from the drive battery. It is preferable.
　上記の構成によれば、駆動用バッテリーは補助バッテリーよりも充電容量が大きいので、補助バッテリーから制御電力を供給する構成と比較して、バッテリー切れを起こすリスクを低減できる。 According to the above configuration, since the driving battery has a larger charging capacity than the auxiliary battery, the risk of running out of the battery can be reduced as compared with the configuration in which the control power is supplied from the auxiliary battery.
　本発明は、放電機能を有する電気自動車に好適である。 The present invention is suitable for an electric vehicle having a discharge function.
　１　　充放電システム
　１ａ　充放電システム
　１ｂ　充放電システム
　１ｃ　充放電システム
　１ｄ　充放電システム
　２　　電気自動車
　２ａ　電気自動車
　２ｂ　電気自動車
　２ｃ　電気自動車
　２ｄ　電気自動車
　３　　充放電器
　４　　本体部
　５　　充放電ケーブル
　６　　充放電コネクタ
　７　　電力系統
　８　　負荷機器
　９　　ＡＣバス
１２　　電気自動車
１３　　充放電器
１４　　本体部
１５　　充放電ケーブル
１６　　充放電コネクタ
２１　　駆動用バッテリー（制御電力供給手段）
２２　　充放電ポート
２３　　コンタクタ
２４　　通信部（通信手段）
２４ａ　通信部（通信手段）
２５　　補助バッテリー（制御電力供給手段）
２６　　開閉器（制御電力供給手段）
２７　　開閉制御部（制御電力供給手段）
２８　　開閉押しボタン（操作受付手段）
２９　　コネクタ接続検出部（接続検出手段）
３０　　電力変換器（制御電力供給手段）
４１　　主回路部
４２　　制御部（放電制御部）
４３　　電力変換器
４４　　コンタクタ
４５　　通信部
６１　　レバー
６２　　先端部
１００　充放電システム
１２１　駆動用バッテリー
１２２　充放電ポート
１２３　コンタクタ
１２４　通信部
１４１　主回路部
１４２　制御部
１４３　電力変換器
１４４　コンタクタ
１４５　通信部
　Ｌ　　配線（接続部材）
Ｐ１　　高電圧電力ポート
Ｐ２　　通信ポート
Ｐ３　　低電圧電力ポート（出力ポート）
Ｐ４　　高電圧電力ポート
Ｐ５　　通信ポート
Ｐ６　　低電圧電力ポート（接続部材） DESCRIPTION OF SYMBOLS 1 Charging / discharging system 1a Charging / discharging system 1b Charging / discharging system 1c Charging / discharging system 1d Charging / discharging system 2 Electric vehicle 2a Electric vehicle 2b Electric vehicle 2c Electric vehicle 2d Electric vehicle 3 Charging / discharging device 4 Main part 5 Charging / discharging cable 6 Charging / discharging connector 7 Power System 8 Load Device 9 AC Bus 12 Electric Car 13 Charger / Discharger 14 Main Body 15 Charge / Discharge Cable 16 Charge / Discharge Connector 21 Drive Battery (Control Power Supply Means)
22 charge / discharge port 23 contactor 24 communication unit (communication means)
24a Communication unit (communication means)
25 Auxiliary battery (control power supply means)
26 Switch (Control power supply means)
27 Opening / closing controller (control power supply means)
28 Open / close push button (operation receiving means)
29 Connector connection detector (connection detection means)
30 Power converter (control power supply means)
41 Main circuit part 42 Control part (discharge control part)
43 power converter 44 contactor 45 communication part 61 lever 62 tip part 100 charge / discharge system 121 drive battery 122 charge / discharge port 123 contactor 124 communication part 141 main circuit part 142 control part 143 power converter 144 contactor 145 communication part L wiring ( Connecting member)
P1 High voltage power port P2 Communication port P3 Low voltage power port (output port)
P4 High voltage power port P5 Communication port P6 Low voltage power port (connection member)

Claims (13)

  1. 　充放電器への放電を行う機能を有する電気自動車であって、
    　前記電気自動車からの放電電力の受け入れを制御する前記充放電器の放電制御部に対して、制御電力を供給する制御電力供給手段を備えていることを特徴とする電気自動車。     An electric vehicle having a function of discharging to a charger / discharger,
    An electric vehicle comprising control power supply means for supplying control power to a discharge control unit of the charger / discharger that controls reception of discharge power from the electric vehicle.
  2. 　ユーザの放電開始操作を受け付ける操作受付手段を備え、
    　前記操作受付手段がユーザの放電開始操作を受け付けた場合に、前記制御電力供給手段は前記放電制御部に前記制御電力を供給することを特徴とする請求項１に記載の電気自動車。     Comprising an operation acceptance means for accepting a user's discharge start operation;
    The electric vehicle according to claim 1, wherein the control power supply unit supplies the control power to the discharge control unit when the operation reception unit receives a discharge start operation of a user.
  3. 　前記充放電器のコネクタが前記電気自動車に接続されているか否かを検出する接続検出手段を備え、
    　前記接続検出手段が、前記コネクタが前記電気自動車に接続されていることを検出した場合に、前記制御電力供給手段は前記放電制御部に前記制御電力を供給することを特徴とする請求項１に記載の電気自動車。     Connection detecting means for detecting whether or not the connector of the charger / discharger is connected to the electric vehicle;
    The control power supply unit supplies the control power to the discharge control unit when the connection detection unit detects that the connector is connected to the electric vehicle. The described electric vehicle.
  4. 　ユーザの放電開始操作を受け付ける操作受付手段と、
    　前記充放電器のコネクタが前記電気自動車に接続されているか否かを検出する接続検出手段とを備え、
    　前記操作受付手段がユーザの放電開始操作を受け付け、かつ、前記接続検出手段が、前記コネクタが前記電気自動車に接続されていることを検出した場合に、前記制御電力供給手段は前記放電制御部に前記制御電力を供給することを特徴とする請求項１に記載の電気自動車。     Operation accepting means for accepting a user's discharge start operation;
    Connection detecting means for detecting whether or not the connector of the charger / discharger is connected to the electric vehicle,
    When the operation accepting unit accepts a user's discharge start operation and the connection detecting unit detects that the connector is connected to the electric vehicle, the control power supply unit sends the control signal to the discharge control unit. The electric vehicle according to claim 1, wherein the control power is supplied.
  5. 　前記充放電器と信号の送受信を行う通信手段を備え、
    　前記通信手段が前記充放電器から放電開始情報を受信した場合に、充放電器への放電を開始することを特徴とする請求項１～４のいずれか１項に記載の電気自動車。     Communication means for transmitting and receiving signals to and from the charger / discharger,
    The electric vehicle according to any one of claims 1 to 4, wherein when the communication unit receives discharge start information from the charger / discharger, the communication unit starts discharging to the charger / discharger.
  6. 　前記制御電力供給手段は、前記放電制御部に前記制御電力を供給してから一定時間内に前記充放電器への放電が開始されない場合に、前記制御電力の供給を停止することを特徴とする請求項１～５のいずれか１項に記載の電気自動車。 The control power supply means stops the supply of the control power when the discharge to the charger / discharger is not started within a predetermined time after the control power is supplied to the discharge control unit. The electric vehicle according to any one of claims 1 to 5.
  7. 　前記制御電力供給手段は、前記充放電器への放電が開始してから一定時間経過後に、前記制御電力の供給を停止することを特徴とする請求項１～６のいずれか１項に記載の電気自動車。 7. The control power supply unit according to claim 1, wherein the control power supply means stops the supply of the control power after a lapse of a predetermined time from the start of discharge to the charger / discharger. Electric car.
  8. 　前記制御電力供給手段は、前記電気自動車の電気モータを駆動するための駆動用バッテリーとは別に設けられる補助バッテリーを有していることを特徴とする請求項１～７のいずれか１項に記載の電気自動車。 The control power supply means includes an auxiliary battery provided separately from a driving battery for driving an electric motor of the electric vehicle. Electric car.
  9. 　前記制御電力供給手段は、前記電気自動車の電気モータを駆動するための駆動用バッテリーと、当該駆動用バッテリーからの放電電力の電圧を変換する電圧変換器とを有していることを特徴とする請求項１～７のいずれか１項に記載の電気自動車。 The control power supply means includes a drive battery for driving an electric motor of the electric vehicle, and a voltage converter for converting a voltage of discharge power from the drive battery. The electric vehicle according to any one of claims 1 to 7.
  10. 　電気自動車に接続するためのコネクタと、
    　前記コネクタが接続された電気自動車からの放電電力の受け入れを制御する放電制御部とを有する充放電器であって、
    　前記コネクタが請求項１～９のいずれか１項に記載の電気自動車に接続されたときに、前記制御電力供給手段からの制御電力を出力するための当該電気自動車の出力ポートと、前記放電制御部とを電気的に接続する接続部材を備えたことを特徴とする充放電器。     A connector for connecting to an electric vehicle;
    A charger / discharger having a discharge controller for controlling acceptance of discharge power from an electric vehicle to which the connector is connected,
    An output port of the electric vehicle for outputting control power from the control power supply means when the connector is connected to the electric vehicle according to any one of claims 1 to 9, and the discharge control A charging / discharging device comprising a connecting member for electrically connecting the portion.
  11. 　請求項１～９のいずれか１項に記載の電気自動車と、
    　請求項１０に記載の充放電器とを備える充放電システム。     The electric vehicle according to any one of claims 1 to 9,
    A charging / discharging system provided with the charging / discharging device of Claim 10.
  12. 　請求項１～９のいずれか１項に記載の電気自動車の各手段としてコンピュータを動作させる制御プログラム。 A control program for operating a computer as each means of the electric vehicle according to any one of claims 1 to 9.
  13. 　請求項１２に記載の制御プログラムを記録したコンピュータ読取可能な記録媒体。 A computer-readable recording medium on which the control program according to claim 12 is recorded.
PCT/JP2013/051925 2012-01-31 2013-01-29 Electric vehicle, electrical charger/discharger, electrical charging/discharging system, control program, and recording medium WO2013115193A1 (en)

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