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WO2015071712A1 - Charging and discharging system with connector lock - Google Patents

Charging and discharging system with connector lock 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
Authority
WO
WIPO (PCT)
Prior art keywords
storage device
charging
electric storage
inlet
discharging
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/IB2014/002176
Other languages
French (fr)
Inventor
Tomoya Ono
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Toyota Motor Corp
Original Assignee
Toyota Motor Corp
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Toyota Motor Corp filed Critical Toyota Motor Corp
Publication of WO2015071712A1 publication Critical patent/WO2015071712A1/en
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/12—Recording operating variables ; Monitoring of operating variables
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
    • 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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    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
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    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • 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
    • 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]
    • 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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Abstract

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 cable includes a connector, a power line, and a lock unit. The lock unit is configured to disable detachment of the connector connected to the inlet in the locked state and to enable detachment of the connector connected to the inlet in the unlocked state. 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.

Description

CHARGING AND DISCHARGING SYSTEM WITH CONNECTOR LOCK
BACKGROUND OF THE INVENTION 1. Field of the Invention
[0001] 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. 2. Description of Related Art
[0002] In recent years, a charging device has been developed which converts commercial AC power into DC power and which supplies the DC power to an electric storage device of a vehicle such as an electric vehicle. Japanese Patent Application Publication No. 2012-70577 (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.
[0003] However, when the charging device and the discharging device are individually provided, efficiency is poor and thus there is demand for development of a charging and discharging device capable of performing both charging and discharging of an electric storage device of a vehicle. When such a charging and discharging device is used, it is assumed that the same cable as in the related art is used. This cable includes a connector connected to an inlet of a vehicle, a fuse, and a power line. In the vehicle, a relay and a fuse are disposed between the inlet and the electric storage device (see FIG. 2A).
[0004] When the charging and discharging device and the inlet of the vehicle are connected to each other via the cable and the electric storage device is discharged, it is thought that a power line short-circuits and an overcurrent flows from the electric storage device into the short-circuited portion of the power line. When the fuse of the vehicle is not melted down but the relay is fixed to the ON state, and the fuse of the cable is melted down, a state may be maintained in which the voltage of the electric storage device is applied to the inlet of the vehicle (see FIG. 2B).
SUMMARY OF THE INVENTION
[0005] Accordingly, 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.
[0006] A charging and discharging system according to the invention 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, and 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.
[0007] Therefore, according to the invention, 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.
[0008] 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.
[0009] 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.
[0010] 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. In this case, when the voltage of the electric storage device is applied to the inlet and the lock unit is in the locked state, it is possible to detach the connector from the inlet by electrically disconnecting the electric storage device and the inlet from each other to set the lock unit to the unlocked state.
BRIEF DESCRIPTION OF THE DRAWINGS
[0011] Features, advantages, and technical and industrial significance of exemplary embodiments of the invention will be described below with reference to the accompanying drawings, in which like numerals denote like elements, and wherein:
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; and
FIG. 8 is a circuit block diagram illustrating a configuration of a vehicle illustrated in FIG. 7.
DETAILED DESCRIPTION OF EMBODIMENTS
[0012] FIG. 1A is a circuit block diagram illustrating principal parts of a charging system serving as the basis of the invention. In FIG. 1A, 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 .
[0013] 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 .
[0014] 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.
[0015] When the connector CN1 is inserted into the DC inlet 702, the positive voltage terminal and the negative voltage terminal of the connector CN1 and the positive voltage terminal and the negative voltage terminal of the DC inlet 702 are connected to each other, respectively. When an instruction to start charging is given, the switches SW1, SW2 of the DC relay 707 are switched to the connected state. 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.
[0016] When charging of the electric storage device 110 ends, 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.
[0017] As illustrated in FIG. IB, when the cable 20 is destroyed or cut during charging and the power lines PL11, NL11 short-circuit, output terminals 10a, 10b of the charging device 10 are in a floating state by a protection circuit of the charging device 10. Since the diode Dl becomes a reverse bias and is in a disconnected state, a current does not flow backward from the electric storage device 110 to the short-circuited portion SP. When the DC relay 707 is switched to the disconnected state by the user, the DC inlet 702 and the electric storage device 110 are electrically disconnected from each other and the connector CN1 can be safely detached.
[0018] 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. When 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.
[0019] 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. Referring to FIG. 2A, 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.
[0020] 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). When an instruction to start charging or discharging is given, the switches SW1, SW2 of the DC relay 707 in the vehicle 100 are turned on.
[0021] In the charging mode, similarly to the charging device 10, 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. In the discharging mode, 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).
[0022] According to this charging and discharging system, it is possible to reduce peaks in power consumption by charging the electric storage device 110 in a time zone in which the power consumption is small and discharging the electric storage device 110 in a time zone in which the power consumption is great. In the time zone in which the power consumption is small, power rates are low and thus the power rates of home can be saved. The household electrical device can be utilized even in emergency such as power failure. [0023] However, as illustrated in FIG. 2B, when the cable 21 is destroyed or cut in the discharging mode and the power lines PL11, NL11 short-circuit, a large current flows from the positive electrode of the electric storage device 110 into the negative electrode of the electric storage device 110 via the fuse F2, the switch SWl, the fuse Fl, the short-circuited portion SP, and the switch SW2.
[0024] When a large current flows into the DC relay 707, electrical repulsion (electromagnetic repulsion) occurs and the switches SWl, SW2 are about to be turned off. Since arc discharge occurs at this time, the switches SWl, SW2 are melted and secured and are fixed to the connected state. That is, the DC relay 707 is secured to the ON state and is fixed to the connected state. When the fuse Fl is melted down earlier than the fuse F2, the short-circuit current is intercepted, but the inter-terminal voltage of the electric storage device 110 is applied across the terminals of the DC inlet 702.
[0025] When the user pulls out the connector CN1 from the DC inlet 702 in this state, the terminal of the DC inlet 702 to which the voltage of the electric storage device 110 is applied is exposed. The invention is made to avoid such a case.
[0026] 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. In FIG. 3, the charging and discharging system includes a vehicle 105, a cable 25, and a charging and discharging device 16.
[0027] 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.
[0028] 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.
[0029] 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.
[0030] The lock unit 26 is fixed to the connector CN5. When the connector CN5 is inserted into the DC inlet 704, the connector CN5 can be locked to the DC inlet
704 by the lock unit 26. The lock unit 26 is connected to the ECU 18 of the charging and discharging device 16 via the control line CL12.
[0031] 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. For example, 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.
[0032] In the vehicle 105, 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 voltage detector
705 detects the inter-terminal voltage between the positive voltage terminal and the negative voltage terminal of the DC inlet 704 and supplies a signal indicating the detected value to the ECU 300. 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.
[0033] 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.
[0034] 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.
[0035] 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.
[0036] 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.
[0037] When the power lines PL11, NL11 of the cable 25 short-circuit during discharging and the switches SW1, SW2 of the DC relay 707 are secured to the ON state, the switches SW1, ,SW2 are not switched to the disconnected state and 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. When the switches SWl, SW2 are not secured to the ON state, the switches SWl, SW2 are in the disconnected state and thus the inter-terminal voltage of the electric storage device 110 is not applied across the positive voltage terminal and the negative voltage terminal of the DC inlet 704.
[0038] When it is determined that 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, 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.
[0039] When it is determined that the inter-terminal voltage of the electric storage device 110 is not applied across the positive voltage terminal and the negative voltage terminal of the DC inlet 704, 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.
[0040] In the charging and discharging device 16, the bidirectional AC/DC converter 17 is controlled by the ECU 18. In the charging mode, 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. In the discharging mode, 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).
[0041] 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.
[0042] 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.
[0043] 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.
[0044] The operation of the charging and discharging system will be described below. When the user inserts the connector CN5 of the cable 25 into the DC inlet 704 and instructs the start of charging using the operation units 19, 301, 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.
[0045] Then, 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.
[0046] When the user stops the charging of the electric storage device 110 using the operation units 19, 301, 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.
[0047] When the user inserts the connector CN5 of the cable 25 into the DC inlet 704 and instructs the start of discharging using the operation units 19, 301, 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.
[0048] When the user instructs the stop of discharging of the electric storage device 110 using the operation units 19, 301, 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. When the discharging of the electric storage device 110 is normally carried out, 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. In this case, 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.
[0049] When the power lines PL11, NL11 short-circuit during discharging of the electric storage device 110, the fuse Fl is melted down, the switches SWl, SW2 are secured to the ON state, and the fuse F2 is not melted down, 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. In this case, a signal for instructing setting the lock unit 26 to the locked state is transmitted from the ECU 300 to the ECU 18 and the lock unit 26 is set to the locked state by the ECU 18. Accordingly, since the user cannot detach the connector CN5 from the DC inlet 704, the terminal of the DC inlet 704 to which the inter-terminal voltage of the electric storage device 110 is applied is not exposed.
[0050] 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. In 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).
[0051] In 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. When the 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.
[0052] In 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. When 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. When the inter-terminal voltage of the electric storage device 110 is not detected by the voltage detector 705, 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.
[0053] When the lock unit 26 is maintained in the locked state in step S7, 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.
[0054] FIG. 5 is a circuit block diagram illustrating the configuration of the vehicle 105 illustrated in FIG. 3 in detail. In FIG. 5, 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.
[0055] 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.
[0056] 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.
[0057] 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.
[0058] 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.
[0059] 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.
[0060] 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.
[0061] 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.
[0062] 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 .
[0063] 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.
[0064] 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.
[0065] 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. In Embodiment 1 , 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.
[0066] 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.
[0067] 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.
[0068] 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.
[0069] At the time of AC charging and discharging, 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.
[0070] 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.
[0071] 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. [0072] 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.
[0073] 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.
[0074] 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.
[0075] The CHR 210 is connected to the electric storage device 110 via the fuse
F2 and is connected to the charger 200. 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. At the time of charging illustrated in FIG. 4, the CHR 210 is controlled to enter a connected state and the DCHR 211 is controlled to enter a disconnected state.
[0076] 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). [0077] 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.
[0078] 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.
[0079] 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.
[0080] charging and discharging with AC power will be described below. The configurations of the pilot signal CPLT and the detection signal PISW used for charging with AC power, the shapes of the AC inlet 220 and the charging connector 410, the terminal arrangement, and the like are standardized, for example, by the Society of Automotive Engineers (SAE), the International Electrotechnical Commission (IEC), or the like.
[0081] 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.
[0082] 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.
[0083] The pilot signal CPLT is oscillated in a prescribed period when the potential of the pilot signal CPLT is lowered from a prescribed potential. Here, 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.
[0084] 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.
[0085] 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.
[0086] When a contact of a relay in the CCID 430 is closed, AC power from the external AC power source 500 is supplied to the charger 200 and the charging of the electric storage device 110 with the external AC power source 500 is ready. The ECU 300 converts the AC power from the external AC power source 500 into DC power with which the electric storage device 110 can be charged by outputting the control signal PWD to the charger 200. The ECU 300 performs charging of the electric storage device 110 by outputting the control signal SE2 to close the contact of the CHR 210.
[0087] Like a so-called smart grid, it is reviewed that 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.
[0088] In this case, when electric power can be supplied from the vehicle via the
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.
[0089] Accordingly, in Embodiment 1, AC power can be supplied to an electrical device outside of the vehicle via the AC inlet 220. In this case, a power supply connector (not illustrated) for coupling the AC inlet 220 to a plug of an electrical device is inserted into the AC inlet 220. By insertion of the power supply connector, AC power generated by the AC 100-V inverter 201 can be supplied to a household electrical device. [0090] 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.
[0091] 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.
[0092] In the charging and discharging system, 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. When an instruction to set the lock unit 26 to the unlocked state is given from the operation unit 19 or 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.
[0093] That is, as described in Embodiment 1, it is assumed that the DC relay 707 is secured to the ON state during the discharging, 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, and the lock unit 26 is fixed to the locked state. In this state, the connector CN5 cannot be detached from the DC inlet 704 and thus the vehicle cannot move.
[0094] When detachment of the connector CN5 from the DC inlet 704 is intended, 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.
[0095] 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.
[0096] It should be understood that the above-mentioned embodiments are only examples but not restrictive. The scope of the invention is defined by the appended claims, not by the above-mentioned description, and includes all modifications within the meaning and scope equivalent to the claims.

Claims

CLAIMS:
1. A charging and discharging system comprising:
a vehicle including:
an electric storage device configured to store DC power;
a relay having one terminal and the other terminal, the one terminal being connected to the electric storage device, the relay being configured to be in a connected state in a charging mode and a discharging mode, the charging mode being a mode in which the electric storage device is charged, and the discharging mode being a mode in which the electric storage device is discharged; and
an inlet connected to the other terminal of the relay;
a cable including:
a connector connected to the inlet;
a power line having one end and the other end, the one end being connected to the connector ; and
a lock unit having a locked state and an unlocked state, the lock unit being configured to disable detachment of the connector connected to the inlet in the locked state, and the lock unit being configured to enable the detachment of the connector connected to the inlet in the unlocked state; and
a charging and discharging device 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 being 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, and the other end of the power line being connected to the charging and discharging device
wherein 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, and 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.
2. The charging and discharging system according to claim 1, wherein the vehicle further includes a first fuse connected between the electric storage device and the one terminal of the relay, and
the cable further includes a second fuse connected between the connector and the one end of the power line.
3. The charging and discharging system according to claim 1 or 2, wherein the vehicle further includes 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 includes a second controller configured to control the lock unit,
the first controller and the second controller are coupled to each other via a communication line,
the first controller is 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 a 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 is configured to transmit a first signal 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 is configured to transmit a second signal 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 first signal is a signal for setting the lock unit to the locked state, and the second signal is a signal for setting the lock unit to the unlocked state, and
the second controller is 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.
4. The charging and discharging system according to claim 3, wherein the vehicle further includes a switching unit, and
the switching unit is connected in series to the relay between the electric storage device and the inlet and the switching unit is configured to be switched to a disconnected state when the lock unit in the locked state is switched to the unlocked state.
PCT/IB2014/002176 2013-11-14 2014-10-21 Charging and discharging system with connector lock Ceased WO2015071712A1 (en)

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CN108915383A (en) * 2018-07-06 2018-11-30 北京新能源汽车股份有限公司 An AC-DC charging conversion device and its control method, control device and automobile
EP3964385A1 (en) * 2020-09-04 2022-03-09 Toyota Jidosha Kabushiki Kaisha Vehicle control device, non-transitory storage medium in management computer for power grid, and connector locking control method
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
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EP4488099A1 (en) * 2023-07-03 2025-01-08 Hitachi Energy Ltd Electrical control system and electric vehicle charger

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