WO2015071712A1 - Système de charge et de décharge ayant un verrou de connecteur - Google Patents

Système de charge et de décharge ayant un verrou de connecteur Download PDF

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Publication number
WO2015071712A1
WO2015071712A1 PCT/IB2014/002176 IB2014002176W WO2015071712A1 WO 2015071712 A1 WO2015071712 A1 WO 2015071712A1 IB 2014002176 W IB2014002176 W IB 2014002176W WO 2015071712 A1 WO2015071712 A1 WO 2015071712A1
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WO
WIPO (PCT)
Prior art keywords
storage device
charging
electric storage
inlet
discharging
Prior art date
Application number
PCT/IB2014/002176
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English (en)
Inventor
Tomoya Ono
Original Assignee
Toyota Jidosha Kabushiki Kaisha
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Filing date
Publication date
Application filed by Toyota Jidosha Kabushiki Kaisha filed Critical Toyota Jidosha Kabushiki Kaisha
Publication of WO2015071712A1 publication Critical patent/WO2015071712A1/fr

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    • B60L3/0069—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to the isolation, e.g. ground fault or leak current
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    • 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]
    • 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
    • Y04S—SYSTEMS INTEGRATING TECHNOLOGIES RELATED TO POWER NETWORK OPERATION, COMMUNICATION OR INFORMATION TECHNOLOGIES FOR IMPROVING THE ELECTRICAL POWER GENERATION, TRANSMISSION, DISTRIBUTION, MANAGEMENT OR USAGE, i.e. SMART GRIDS
    • 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 a charging and discharging system, and more particularly, to a charging and discharging system including a vehicle equipped with an electric storage device.
  • JP 2012-70577 A discloses a discharging device that converts DC power of an electric storage device of a vehicle into AC power and that supplies the AC power to a load.
  • the invention provides a charging and discharging system that can prevent the voltage of an electric storage device from being exposed at the time of breakdown.
  • a charging and discharging system includes a vehicle, a cable, and a charging and discharging device.
  • the vehicle includes an electric storage device, a relay, and an inlet.
  • the electric storage device is configured to store DC power.
  • One terminal of the relay is connected to the electric storage device.
  • the relay is configured to be in a connected state in a charging mode and a discharging mode.
  • the charging mode is a mode in which the electric storage device is charged
  • the discharging mode is a mode in which the electric storage device is discharged.
  • the inlet is connected to the other terminal of the relay.
  • the cable includes a connector, a power line, and a lock unit. The connector is connected to the inlet. One end of the power line is connected to the connector.
  • the lock unit has a locked state and an unlocked state, The lock unit is configured to disable the detachment of the connector connected to the inlet in the locked state, and the lock unit is configured to enable the detachment of the connector connected to the inlet in the unlocked state.
  • the charging and discharging device is configured to supply DC power from the outside of the vehicle to the electric storage device via the cable in the charging mode.
  • the charging and discharging device is configured to be supplied with DC power supplied via the cable from the electric storage device and to supply power to a load outside the vehicle in the discharging mode.
  • the other end of the power line is connected to a charging and discharging device.
  • the lock unit is configured to be set to the locked state in the discharging mode.
  • the lock unit is configured to be set to the unlocked state when a voltage of the electric storage device is not applied to the inlet after the discharging mode ends.
  • the lock unit is configured to be maintained in the locked state when the voltage of the electric storage device is applied to the inlet.
  • the relay when an overcurrent flows, the relay is fixed to the ON state, and the voltage of the electric storage device is applied to the inlet at the time of connecting the inlet of the vehicle to the charging and discharging device via the cable and the electric storage device is discharged, the connector of the cable and the inlet of the vehicle are locked to each other by the lock unit. Accordingly, it is possible to prevent the voltage of the electric storage device from being exposed at the time of breakdown.
  • the vehicle may further include a first fuse connected between the electric storage device and one terminal of the relay.
  • the cable may further include a second fuse connected between the connector and one end of the power line. In this case, it is possible to prevent an overcurrent from flowing in the vehicle and the cable.
  • the vehicle may further include a voltage detector configured to detect the voltage of the inlet and a first controller configured to control the relay.
  • the charging and discharging device may include a second controller configured to control the lock unit.
  • the first controller and the second controller may be coupled to each other via a communication line.
  • the first controller may be configured to control the relay so as to be in a disconnected state and then to determine whether the voltage of the electric storage device is applied to the inlet on the basis of the detection result of the voltage detector when an instruction to stop discharging of the electric storage device is given in the discharging mode.
  • the first controller may be configured to transmit a first signal setting the lock unit to the locked state to the second controller via the communication line when it is determined that the voltage of the electric storage device is applied to the inlet.
  • the first controller may be configured to transmit a second signal setting the lock unit to the unlocked state to the second controller via the communication line when it is determined that the voltage of the electric storage device is not applied to the inlet.
  • the second controller may be configured to set the lock unit to the locked state or the unlocked state on the basis of the first signal or the second signal transmitted from the first controller. In this case, the connector cannot be detached from the inlet even after the discharging stops when the voltage is applied to the inlet, and the connector can be detached from the inlet after the discharging stops when the voltage is not applied to the inlet.
  • the vehicle may further include a switching unit connected in series to the relay between the electric storage device and the inlet and switched to a disconnected state when the lock unit in the locked state is switched to the unlocked state.
  • a switching unit connected in series to the relay between the electric storage device and the inlet and switched to a disconnected state when the lock unit in the locked state is switched to the unlocked state.
  • FIG. 1A is a circuit block diagram illustrating principal parts of a charging system serving as the basis of the invention
  • FIG. IB is a circuit block diagram illustrating principal parts of a charging system serving as the basis of the invention.
  • FIG. 2A is a circuit block diagram illustrating principal parts of a charging and discharging system using the charging system illustrated in FIG. 1A and FIG. I B;
  • FIG. 2B is a circuit block diagram illustrating principal parts of a charging and discharging system using the charging system illustrated in FIG. lA and FIG. I B;
  • FIG. 3 is a circuit block diagram illustrating principal parts of a charging and discharging system according to Embodiment 1 of the invention
  • FIG. 4 is a flowchart illustrating operations of ECUs 18, 300 illustrated in FIG. 3;
  • FIG. 5 is a circuit block diagram illustrating a configuration of a vehicle illustrated in FIG. 3;
  • FIG. 6 is a circuit block diagram illustrating a configuration of an AC charging cable connected to the vehicle illustrated in FIG. 5;
  • FIG. 7 is a circuit block diagram illustrating principal parts of a charging and discharging system according to Embodiment 2 of the invention.
  • FIG. 8 is a circuit block diagram illustrating a configuration of a vehicle illustrated in FIG. 7.
  • FIG. 1A is a circuit block diagram illustrating principal parts of a charging system serving as the basis of the invention.
  • the charging system includes a charging device 10, a cable 20, and a vehicle 100.
  • the cable 20 includes a positive power line PL11 , a negative power line NL11 , a fuse Fl , a diode Dl , and a connector CN l .
  • One end of the positive power line PL11 is connected to a positive voltage terminal 10a of the charging device 10.
  • One terminal of the fuse Fl is connected to the other end of the positive power line PL11.
  • the fuse Fl is melted down to protect the cable 20 or the like when a current larger than a predetermined rated current flows.
  • the diode Dl is received in the connector CN l, the anode thereof is connected to the other terminal of the fuse Fl , and the cathode thereof is connected to a positive voltage terminal of the connector CNl .
  • the diode Dl prevents a DC current from flowing backward from the vehicle 100 to the charging device 10.
  • the negative power line NL11 is connected between a negative voltage terminal 10b of the charging device 10 and a negative voltage terminal of the connector CN l .
  • the vehicle 100 includes a DC inlet 702, a DC relay 707, a fuse F2, and an electric storage device 110.
  • the DC relay 707 includes switches SWl , SW2.
  • the switches SWl , SW2 are switched to a connected state in a charging mode in which the electric storage device 110 is charged.
  • a positive voltage terminal of the DC inlet 702 is connected to a positive electrode of the electric storage device 110 via the switch SWl and the fuse F2.
  • the fuse F2 is melted down to protect the electric storage device 110 or the like when a current larger than a predetermined rated current flows.
  • the rated current of the fuse F2 is equal to the rated current of the fuse Fl .
  • a negative voltage terminal of the DC inlet 702 is connected to a negative electrode of the electric storage device 110 via the switch SW2.
  • the charging device 10 includes an AC/DC converter, converts AC power from a commercial AC power source 1 into DC power, and supplies the DC power to the electric storage device 110 of the vehicle 100 via the cable 20. Accordingly, the DC power is stored in the electric storage device 110.
  • the switches SW1, SW2 of the DC relay 707 are switched to a disconnected state.
  • the connector CN1 is pulled out of the DC inlet 702 by a user.
  • the vehicle 100 is driven with the DC power of the electric storage device 110 or the like.
  • JP 2012-70577 A discloses the discharging device that converts DC power of the electric storage device of the vehicle into AC power and that supplies the AC power to a load.
  • the charging device and the discharging device are individually provided, the efficiency is poor and thus there is demand for development of a charging and discharging device capable of performing both charging and discharging of the electric storage device 110 of the vehicle 100.
  • FIG. 2A is a circuit block diagram illustrating principal parts of a charging and discharging system using the charging system illustrated in FIG. 1A and is a diagram which is contrasted with FIG. 1A.
  • the charging and discharging system is different from the charging system illustrated in FIG. 1A, in that the charging device 10 is replaced with a charging and discharging device 11 and the cable 20 is replaced with a cable 21.
  • the cable 21 is obtained by removing the backflow-preventing diode Dl from the cable 20.
  • the ends on one side of the power lines PL11, NL11 are connected to a positive voltage terminal 11a and a negative voltage terminal lib of the charging and discharging device 11, respectively.
  • the charging and discharging device 11 includes a bidirectional AC/DC converter, and AC terminals 11c, lid are connected to a household plug socket 2.
  • the plug socket 2 is supplied with AC power from the commercial AC power source 1 and is connected to a household electrical device (load) via a plug (not illustrated).
  • the switches SW1, SW2 of the DC relay 707 in the vehicle 100 are turned on.
  • the charging and discharging device 1.1 converts AC power supplied from the commercial AC power source 1 connected to the plug socket 2 into DC power and supplies the DC power to the electric storage device 110 of the vehicle 100 via the cable 21.
  • the charging and discharging device 11 converts DC power supplied from the electric storage device 110 via the cable 21 into AC power and supplies the AC power to the commercial AC power source 1 and the household electrical device (load) connected to the plug socket 2.
  • the AC power supplied to the commercial AC power source 1 is used, for example, by another household electrical device (load).
  • FIG. 3 is a circuit block diagram illustrating principal parts of a charging and discharging system according to Embodiment 1 of the invention and is a diagram which is contrasted with FIG. 2A.
  • the charging and discharging system includes a vehicle 105, a cable 25, and a charging and discharging device 16.
  • the vehicle 105 includes an electric storage device 110, a fuse F2, a DC relay 707, a DC inlet 704, a voltage detector 705, an electronic control unit (ECU) 300, and an operation unit 301.
  • the DC relay 707 includes switches SWl, SW2.
  • the cable 25 includes a connector CN5, a lock unit 26, a fuse Fl, a positive power line PL11, a negative power line NL11, a communication line CL11, and a control line CL12.
  • the charging and discharging device 16 includes a bidirectional AC/DC converter 17, an ECU 18, and an operation unit 19.
  • the DC inlet 704 includes a positive voltage terminal, a negative voltage terminal, and a communication terminal.
  • the connector CN5 includes a positive voltage terminal, a negative voltage terminal, and a communication terminal. When the connector CN5 is inserted into the DC inlet 704, the positive voltage terminal, the negative voltage terminal, and the communication terminal of the connector CN5 are electrically connected to the positive voltage terminal, the negative voltage terminal, and the communication terminal of the DC inlet 704, respectively.
  • the positive voltage terminal of the connector CN5 is connected to the positive voltage terminal 17a of the bidirectional AC/DC converter 17 via the fuse Fl and the positive power line PL11.
  • the negative voltage terminal of the connector CN5 is connected to the negative voltage terminal 17b of the bidirectional AC/DC converter 17 via the negative power line NL11.
  • the communication terminal of the connector CN5 is connected to the ECU 18 via the communication line CL11.
  • the AC terminals 17c, 17d of the bidirectional AC/DC converter 17 is connected to a plug socket 2.
  • the lock unit 26 is fixed to the connector CN5.
  • the connector CN5 When the connector CN5 is inserted into the DC inlet 704, the connector CN5 can be locked to the DC inlet
  • the lock unit 26 is connected to the ECU 18 of the charging and discharging device 16 via the control line CL12.
  • the lock unit 26 is controlled by a control signal supplied from the ECU 18 of the charging and discharging device 16 via the control line CL12, and is set to one of a locked state in which detachment of the connector CN5 inserted into the DC inlet 704 is disabled and an unlocked state in which detachment of the connector CN5 inserted into the DC inlet 704 is enabled.
  • a pin of the lock unit 26 is inserted into a hole formed in the DC inlet 704 to disable the detachment of the connector CN5 in the locked state, and the pin of the lock unit 26 is pulled out of the hole of the DC inlet 704 to enable the detachment of the connector CN5 in the unlocked state.
  • the positive electrode of the electric storage device 110 is connected to the positive voltage terminal of the DC inlet 704 via the fuse F2 and the switch SW1.
  • the negative electrode of the electric storage device 110 is connected to the negative voltage terminal of the DC inlet 704 via the switch SW2.
  • the operation unit 301 includes plural switches, plural buttons, and the like and supplies signals for instructing ON/OFF of a power supply of the vehicle 105, start/stop of charging of the electric storage device 110, and start/stop of discharging of the electric storage device 110 to the ECU 300 depending on the switch or button operated by the user.
  • the ECU 300 performs predetermined operations on the basis of signals from the operation unit 301. Specifically, the ECU 300 turns on (or off) the power supply of the vehicle 105 in response to a signal for instructing turning-on (or turning-off) of the power supply of the vehicle 105. When the power supply of the vehicle 105 is turned off, the switches SW1, SW2 are turned off.
  • the ECU 300 In response to a signal for instructing the start (or stop) of charging of the electric storage device 110, the ECU 300 switches the switches SW1, SW2 to the connected state (or the disconnected state) and transmits a signal for starting (or stopping) the charging operation to the ECU 18 of the charging and discharging device 16 via the communication line CL11.
  • the ECU 300 In response to a signal for instructing the start of discharging of the electric storage device 110, the ECU 300 switches the switches SW1, SW2 to the connected state and transmits a signal for starting the discharging operation to the ECU 18 of the charging and discharging device 16 via the communication line CL11.
  • the ECU 300 In response to a signal for instructing the stop of discharging of the electric storage device 110, the ECU 300 switches the switches SW1, SW2 to the disconnected state and transmits a signal for stopping the discharging operation to the ECU 18 of the charging and discharging device 16 via the communication line CL11.
  • the ECU 300 determines whether the inter-terminal voltage of the electric storage device 110 is applied across the positive voltage terminal and the negative voltage terminal of the DC inlet 704 on the basis of the signal from the voltage detector 705.
  • the ECU 300 transmits a signal for switching the lock unit 26 to the locked state to the ECU 18 of the charging and discharging device 16 via the communication line CL11 so as to disable the detachment of the connector CN5.
  • the ECU 300 transmits a signal for switching the lock unit 26 to the unlocked state to the ECU 18 of the charging and discharging device 16 via the communication line CL11 so as to enable the detachment of the connector CN5.
  • the bidirectional AC/DC converter 17 is controlled by the ECU 18.
  • the bidirectional AC/DC converter 17 converts AC power supplied from the commercial AC power source 1 connected to the plug socket 2 into DC power and supplies the DC power to the electric storage device 110 of the vehicle 105 via the cable 25.
  • the bidirectional AC/DC converter 17 converts DC power supplied from the electric storage device 110 via the cable 25 into AC power and supplies the AC power to the commercial AC power source 1 and the household electrical device (load) connected to the plug socket 2.
  • the AC power supplied to the commercial AC power source 1 is used, for example, by another household electrical device (load).
  • the operation unit 19 includes plural switches, plural buttons, and the like and supplies signals for instructing ON/OFF of a power supply of the charging and discharging device 16, start/stop of charging of the electric storage device 110, and start/stop of discharging of the electric storage device 110 to the ECU 18 depending on the switch or button operated by the user.
  • the ECU 18 performs predetermined operations on the basis of signals from the operation unit 19 and the ECU 300 of the vehicle 105. Specifically, the ECU 18 turns on (or off) the power supply of the charging and discharging device 16 in response to a signal for instructing turning-on (or turning-off) of the power supply of the charging and discharging device 16. The ECU 18 starts (or stops) the charging operation of the bidirectional AC/DC converter 17 in response to a signal, which is transmitted from the operation unit 19 or the ECU 300, for instructing the start (or stop) of charging of the electric storage device 110.
  • the ECU 18 In response to a signal, which is transmitted from the operation unit 19 or the ECU 300, for instructing the start (or stop) of discharging of the electric storage device 110, the ECU 18 starts (or stops) the discharging of the bidirectional AC/DC converter 17.
  • the ECU 18 sets the lock unit 26 to the locked state or the unlocked state in response to a signal from the operation unit 19 or the ECU 300.
  • the ECU 18 causes the bidirectional AC/DC converter 17 to perform an AC/DC conversion operation to convert AC power supplied from the commercial AC power source 1 connected to the plug socket 2 into DC power.
  • the ECU 300 turns on the switches SWl, SW2 of the DC relay 707. Accordingly, DC power is supplied from the bidirectional AC/DC converter 17 to the vehicle 105 via the cable 25 and the DC power is stored in the electric storage device 110.
  • the ECU 18 stops the operation of the bidirectional AC/DC converter 17 and the ECU 300 switches the switches SWl, SW2 of the DC relay 707 to the disconnected state.
  • the ECU 18 sets the lock unit 26 to the unlocked state so as to enable the detachment of the connector CN5 from the DC inlet 704.
  • the user can detach the connector CN5 from the DC inlet 704.
  • the vehicle 105 is driven with DC power of the electric storage device 110 or the like.
  • the ECU 18 sets the lock unit 26 to the locked state so as to disable the detachment of the connector CN5 from the DC inlet 704 and the ECU 300 switches the switches SWl, SW2 of the DC relay 707 to the connected state.
  • the ECU 18 causes the bidirectional AC/DC converter 17 to perform a DC/AC conversion operation so as to convert DC power supplied from the electric storage device 110 via the cable 25 into AC power.
  • the AC power is supplied to the commercial AC power source 1 connected to the plug socket 2 or a household electrical device. Accordingly, it is possible to reduce peaks in power consumption and thus to save the electric rates of home.
  • the ECU 18 stops the operation of the bidirectional AC/DC converter 17 and the ECU 300 controls the switches SWl, SW2 of the DC relay 707 so as to be in the disconnected state.
  • the switches SWl, SW2 are switched to the disconnected state, the electric storage device 110 and the DC inlet 704 are electrically disconnected from each other, and thus the inter-terminal voltage of the electric storage device 110 is not detected by the voltage detector 705.
  • a signal for instructing setting of the lock unit 26 to the unlocked state is transmitted from the ECU 300 to the ECU 18 and the lock unit 26 is set to the unlocked state by the ECU 18.
  • the user detaches the connector CN5 form the DC inlet 704 to end the discharging of the electric storage device 110.
  • FIG. 4 is a flowchart illustrating operations of the ECUs 18, 300 in the discharging mode.
  • the ECUs 18, 300 wait in step SI until a discharging start instruction is given, and sets the lock unit 26 to the locked state in step S2 when a discharging start instruction is given.
  • step S3 the ECUs 18, 300 turns on the DC relay 707 and causes the bidirectional AC/DC converter 17 to start the discharging operation (DC/AC conversion operation).
  • step S4 the ECUs 18, 300 wait until a discharging stop instruction is given or the power supply of the vehicle 105 is turned off.
  • the ECUs 18, 300 turns off the DC relay 707 and causes the bidirectional AC/DC converter 17 to stop the discharging operation (DC/AC conversion operation) in step S5.
  • step S6 the ECUs 18, 300 determine whether the inter-terminal voltage of the electric storage device 110 is detected by the voltage detector 705.
  • the ECUs 18, 300 maintains the lock unit 26 in the locked state so as to disable the detachment of the connector CN5 in step S7.
  • the ECUs 18, 300 sets the lock unit 26 in the unlocked state so as to enable the detachment of the connector CN5 in step S8.
  • an alarm unit notifying the user of occurrence of breakdown using sound, light, image, or the like may be provided.
  • the user may operate the operation units 19, 301 to set the lock unit 26 to the unlocked state when the lock unit 26 is maintained in the locked state in step S7, or may set the lock unit 26 to the unlocked state when the power supply of the charging and discharging device 16 is turned off.
  • FIG. 5 is a circuit block diagram illustrating the configuration of the vehicle 105 illustrated in FIG. 3 in detail.
  • the vehicle 105 is a hybrid vehicle and includes an electric storage device 110, a fuse F2, a system main relay (SMR) 115, a power control unit (PCU) 120, motor-generator sets 130, 135, a power transmission gear 140, driving wheels 150, an engine 160, and an ECU 300 as a controller.
  • the PCU 120 includes a converter 121 , inverters 122, 123, and capacitors CI , C2.
  • the electric storage device 110 is a power storage element configured to be chargeable and dischargeable.
  • the electric storage device 110 includes a secondary battery such as a lithium-ion battery, a nickel-hydrogen battery, and a lead storage battery or an electric storage element such as an electrical double-layer capacitor.
  • the electric storage device 110 is connected to the PCU 120 via the fuse F2, the SMR 115, the positive power line PL1, and the negative power line NL1.
  • the electric storage device 110 supplies the PCU 120 with power for generating a drive force of the vehicle 105.
  • the electric storage device 110 stores power generated by the motor-generator sets 130, 135.
  • the output of the electric storage device 110 is, for example, about 200 V.
  • the electric storage device 110 includes a voltage sensor and a current sensor which are not illustrated and outputs the voltage VB and the current IB of the electric storage device 110 detected by the sensors to the ECU 300.
  • One terminal of the switch on the positive voltage side out of two switches of the SMR 115 is connected to the positive electrode of the electric storage device 110 via the fuse F2, and the other terminal thereof is connected to the converter 121 via the positive power line PL1.
  • One terminal of the switch on the negative voltage side out of two switches of the SMR 115 is connected to the negative electrode of the electric storage device 110, and the other terminal thereof is connected to the converter 121 via the negative power line NL1.
  • the SMR 115 switches the supply of power and the stop of power supply between the electric storage device 110 and the PCU 120 on the basis of a control signal SE1 from the ECU 300.
  • the fuse F2 is melted down to protect the electric storage device 110 from an overcurrent when the overcurrent flows.
  • the converter 121 performs voltage conversion between the positive power line PLl and the negative power line NLl and between the positive power line PL2 and the negative power line NLl on the basis of a control signal PWC from the ECU 300.
  • the inverters 122, 123 are connected in parallel to the positive power line PL2 and the negative power line NLl .
  • the inverters 122, 123 convert DC power supplied from the converter 121 into AC power and drive the motor-generator sets 130, 135, respectively, on the basis of control signals PWI 1 , PWI2 from the ECU 300.
  • the capacitor CI is disposed between the positive power line PLl and the negative power line NLl and reduces voltage fluctuation between the positive power line PLl and the negative power line NLl .
  • the capacitor C2 is disposed between the positive power line PL2 and the negative power line NLl and reduces voltage fluctuation between the positive power line PL2 and the negative power line NLl .
  • the motor-generator sets 130, 135 are AC rotary motors, for example, permanent magnet-type synchronous motors including a rotor having a permanent magnet buried therein.
  • the output torques of the motor-generator sets 130, 135 are transmitted to the driving wheels 150 via the power transmission gear 140 including a reduction gear or a power distribution mechanism so as to cause the vehicle 105 to run.
  • the motor-generator sets 130, 135 can generate electric power by the rotation force of the driving wheels 150 at the time of a generative braking operation of the vehicle 105.
  • the generated electric power is converted into charging power of the electric storage device 110 by the PCU 120.
  • the motor-generator sets 130, 135 are coupled to the engine 160 via the power transmission gear 140.
  • the motor-generator sets 130, 135 and the engine 160 are operated in cooperation to generate a necessary vehicle driving force by the ECU 300.
  • the motor-generator sets 130, 135 can generate electric power by the rotation of the engine 160 and can charge the electric storage device 110 with the generated electric power.
  • the motor-generator set 135 is used as only an electric motor for driving the driving wheels 150, and the motor-generator set 130 is used as only a power generator driven by the engine 160.
  • FIG. 5 illustrates the configuration in which two motor-generator sets are provided, but the number of motor-generator sets is not limited to this configuration.
  • a configuration in which the number of motor-generator sets is one or a configuration in which the number of motor-generator sets is two or greater may be employed.
  • the vehicle 105 may be an electric automobile not equipped with an engine or a fuel-cell vehicle.
  • the vehicle 105 includes an operation unit 301, a DC inlet 704, a voltage detector 705, a DC relay 707, and a fuse F2, as a configuration for charging and discharging the electric storage device 110 with the charging and discharging device 16.
  • the configuration and operations have been described above with reference to FIGS. 1 to 4 and thus description thereof will not be repeated.
  • the vehicle 105 includes a charger 200, a charging relay CHR 210, and an AC inlet 220 as an AC connection unit, as a configuration for charging the electric storage device 110 with power from an external AC power source 500.
  • a charging connector 410 of a charging cable 400 is connected to the AC inlet 220 as illustrated in FIG. 6. Power from the external AC power source 500 is supplied to the vehicle 105 via the charging cable 400.
  • the charging cable 400 includes a plug 420 for connection to a socket 510 of the external AC power source 500 and a power line 440 for connecting the charging connector 410 and the plug 420 to each other, in addition to the charging connector 410.
  • a charging circuit interrupt device (hereinafter, also referred to as CCID) 430 for switching the supply of power and the stop of power supply from the external AC power source 500 is inserted into the power line 440.
  • the charger 200 is connected to the AC inlet 220 via power lines ACL1, ACL2.
  • the charger 200 is connected to the electric storage device 110 via the CHR 210 and the fuse F2.
  • the charger 200 is controlled by a control signal PWD from the ECU 300 and converts AC power supplied from the AC inlet 220 into charging power of the electric storage device 110.
  • the vehicle 105 further includes an AC 100-V inverter 201 and a discharging relay DCHR 211 as a configuration for supplying electric power to the outside.
  • the AC inlet 220 is also used as a connection portion for outputting AC power.
  • the AC 100-V inverter 201 is connected to the electric storage device 110 via the fuse F2 and is connected to the PCU 120 via the SMR 115.
  • the AC 100-V inverter 201 can convert DC power from the electric storage device 110 or DC power generated by the motor-generator sets 130, 135 and converted by the PCU 120 into AC power and can supply the AC power to the outside of the vehicle.
  • Another device for outputting AC voltage or DC voltage may be provided instead of the AC 100-V inverter 201.
  • the charger 200 and the AC 100-V inverter 201 may be a single device capable of converting power in both charging and discharging.
  • the CHR 210 is connected to the electric storage device 110 via the fuse
  • the CHR 210 is controlled by a control signal SE2 from the ECU 300 and switches the supply of power and the stop of power supply between the charger 200 and the electric storage device 110.
  • the DCHR 211 is controlled by a control signal SE3 from the ECU 300 and switches the setup and the interruption of a power path between the AC inlet 220 and the AC 100-V inverter 201.
  • the CHR 210 is controlled to enter a connected state and the DCHR 211 is controlled to enter a disconnected state.
  • the ECU 300 includes a nonvolatile memory 370 for storing initial settings of an air-conditioner or the like.
  • the ECU 300 further includes a central processing unit (CPU), a storage unit, and an input and output buffer which are not illustrated in FIG. 5, performs inputting of a signal from various sensors and the like or outputting of control signals to various units, and controls the electric storage device 110 and the units of the vehicle 105. These controls are not limited to processing by software, but may be processed by dedicated hardware (electronic circuit).
  • the ECU 300 computes the state of charge (SOC) of the electric storage device 110 on the basis of the detected values of the voltage VB and the current IB from the electric storage device 110.
  • SOC state of charge
  • the ECU 300 receives a proximity detection signal PISW (hereinafter, referred to as detection signal PISW) indicating the connection state of the charging cable 400 from the charging connector 410.
  • the ECU 300 receives a control pilot signal CPLT (hereinafter, referred to as a pilot signal CPLT) from the CCID 430 of the charging cable 400.
  • the ECU 300 performs the charging operation on the basis of the received signals.
  • FIG. 5 illustrates the configuration in which a single controller is disposed as the ECU 300, but a configuration in which an individual controller is provided for each function or for each control target device, such as a controller for the PCU 120 or a controller for the electric storage device 110, may be employed.
  • the CCID 430 includes a CPU, a storage unit, and an input and output buffer which are not illustrated, inputs and outputs sensor signals and control pilot signals, and controls the charging operation of the charging cable 400.
  • the potential of the pilot signal CPLT is adjusted by the ECU 300.
  • the duty cycle thereof is set on the basis of the rated current which can be supplied from the external AC power source 500 to the vehicle 105 via the charging cable 400.
  • the pilot signal CPLT is oscillated in a prescribed period when the potential of the pilot signal CPLT is lowered from a prescribed potential.
  • the pulse width of the pilot signal CPLT is set on the basis of the rated current which can be supplied from the external AC power source 500 to the vehicle 105 via the charging cable 400. That is, the rated current is notified from a control pilot circuit of the CCID 430 to the ECU 300 of the vehicle 105 using the pilot signal CPLT by the duty which is expressed by a ratio of the pulse width to the oscillation period.
  • the rated current is determined for each charging cable, and the rated current varies depending on the type of the charging cable 400. Therefore, the duty of the pilot signal CPLT varies depending on the charging cable 400.
  • the ECU 300 can detect the rated current which can be supplied to the vehicle 105 via the charging cable 400 on the basis of the duty of the received pilot signal CPLT.
  • a vehicle is considered as a power source and electric power stored in the vehicle is supplied to an electrical device outside the vehicle.
  • a vehicle may be used as a power source for use of electrical devices in a camp or outdoor work.
  • AC inlet 220 connected to the charging cable 400 at the time of external charging it is not necessary to individually provide an outlet for connection to an electrical device and thus there is no necessity for remodeling a vehicle or it is possible to reduce the necessity for remodeling a vehicle, which is suitable.
  • FIG. 7 is a circuit block diagram illustrating principal parts of a charging and discharging system according to Embodiment 2 of the invention and is a diagram contrasted with FIG. 3.
  • FIG. 8 is a circuit block diagram illustrating a configuration of a vehicle 106 illustrated in FIG. 7 and is a diagram contrasted with FIG. 5. Referring to FIGS. 7 and 8, the charging and discharging system is different from the charging and discharging system illustrated in FIGS. 3 to 6, in that the vehicle 105 is replaced with the vehicle 106.
  • the vehicle 106 is obtained by adding a switching unit 708 to the vehicle 105.
  • the switching unit 708 includes a switch SW3.
  • the switch SW3 is connected between the switch SW1 of the DC relay 707 and the fuse F2.
  • the switch SW3 is controlled by the ECU 300 and is normally in a connected state.
  • a switch with a large rated current is used as the switch SW3 so as not to be fixed to the ON state like the switches SW1, SW2 of the DC relay 707.
  • the lock unit 26 when the lock unit 26 is maintained in the locked state in step S7 of FIG. 4, the lock unit 26 can be set to the unlocked state using the operation units 19, 301.
  • the ECUs 18, 300 switches the switch SW3 of the switching unit 708 to the disconnected state and sets the lock unit 26 to the unlocked state.
  • the user gives an instruction to set the lock unit 26 to the unlocked state using the operation unit 19 or 301.
  • the ECU 300 switches the switch SW3 of the switching unit 708 to the disconnected state in response to the instruction. Accordingly, the positive electrode of the electric storage device 110 and the positive voltage terminal of the DC inlet 704 are electrically disconnected from each other and the inter-terminal voltage of the electric storage device 110 is not detected by the voltage detector 705.
  • the ECU 300 Since the inter-terminal voltage of the electric storage device 110 is not detected by the voltage detector 705, the ECU 300 gives the ECU 18 an instruction to set the lock unit 26 to the unlocked state via the communication line CL11. , The ECU 18 sets the lock unit 26 to the unlocked state via the control line CL12 in response to the instruction from the ECU 300. Accordingly, it is possible to prevent the voltage of the electric storage device 110 from being exposed in the DC inlet 704 and it is possible to enable the user to safely detach the connector CN5.

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  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Charge And Discharge Circuits For Batteries Or The Like (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

L'invention porte sur un système de charge et de décharge, lequel système comprend un véhicule, un câble et un dispositif de charge et de décharge. Le véhicule comprend un dispositif de stockage électrique, un relais et une entrée. Le câble comprend un connecteur, une ligne d'alimentation et une unité de verrou. L'unité de verrou est configurée de façon à interdire le détachement du connecteur connecté à l'entrée dans l'état verrouillé et à permettre le détachement du connecteur connecté à l'entrée dans l'état déverrouillé. L'unité de verrou est configurée de façon à être mise dans l'état verrouillé dans le mode de décharge. L'unité de verrou est configurée de façon à être mise dans l'état déverrouillé quand une tension du dispositif de stockage électrique n'est pas appliquée à l'entrée après que le mode de décharge s'est achevé. L'unité de verrou est configurée de façon à être maintenue dans l'état verrouillé quand la tension du dispositif de stockage électrique est appliquée à l'entrée.
PCT/IB2014/002176 2013-11-14 2014-10-21 Système de charge et de décharge ayant un verrou de connecteur WO2015071712A1 (fr)

Applications Claiming Priority (2)

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JP2013236056A JP2015096016A (ja) 2013-11-14 2013-11-14 充放電システム
JP2013-236056 2013-11-14

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WO2015071712A1 true WO2015071712A1 (fr) 2015-05-21

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CN108915383A (zh) * 2018-07-06 2018-11-30 北京新能源汽车股份有限公司 一种交直流充电转换装置及其控制方法、控制装置及汽车
WO2019096640A1 (fr) * 2017-11-14 2019-05-23 Audi Ag Véhicule à moteur comprenant un réservoir d'énergie ainsi que procédé pour faire fonctionner d'un véhicule à moteur
EP3964385A1 (fr) * 2020-09-04 2022-03-09 Toyota Jidosha Kabushiki Kaisha Dispositif de commande de véhicule, support de stockage non-transitoire dans un ordinateur de gestion de réseau électrique et procédé de commande de verrouillage de connecteur
US11535110B1 (en) 2021-12-28 2022-12-27 Beta Air, Llc Systems and methods for a locking electric aircraft connector
WO2024037709A1 (fr) * 2022-08-16 2024-02-22 Volvo Truck Corporation Système de charge pour une batterie haute tension d'un véhicule et procédé de commande du système de charge

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Cited By (10)

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Publication number Priority date Publication date Assignee Title
WO2017186460A1 (fr) * 2016-04-29 2017-11-02 Audi Ag Procédé de commande d'un état de charge d'un stockage d'énergie d'un véhicule à moteur
US11034256B2 (en) 2016-04-29 2021-06-15 Audi Ag Method for controlling a state of charge of an energy storage means of a motor vehicle
WO2019096640A1 (fr) * 2017-11-14 2019-05-23 Audi Ag Véhicule à moteur comprenant un réservoir d'énergie ainsi que procédé pour faire fonctionner d'un véhicule à moteur
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CN108915383A (zh) * 2018-07-06 2018-11-30 北京新能源汽车股份有限公司 一种交直流充电转换装置及其控制方法、控制装置及汽车
EP3964385A1 (fr) * 2020-09-04 2022-03-09 Toyota Jidosha Kabushiki Kaisha Dispositif de commande de véhicule, support de stockage non-transitoire dans un ordinateur de gestion de réseau électrique et procédé de commande de verrouillage de connecteur
US12059970B2 (en) 2020-09-04 2024-08-13 Toyota Jidosha Kabushiki Kaisha Vehicle control device, non-transitory storage medium in management computer for power grid, and connector locking control method
US11535110B1 (en) 2021-12-28 2022-12-27 Beta Air, Llc Systems and methods for a locking electric aircraft connector
US11865930B2 (en) 2021-12-28 2024-01-09 Beta Air, Llc Systems and methods for a locking electric vehicle connector
WO2024037709A1 (fr) * 2022-08-16 2024-02-22 Volvo Truck Corporation Système de charge pour une batterie haute tension d'un véhicule et procédé de commande du système de charge

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