Vehicle

Abstract

The present disclosure relates to a vehicle. The vehicle performs power transmission between the vehicle and the electrical equipment while communicating with the electrical equipment. The control device requests the electric device to be standby during power transmission, brings the vehicle into a standby state when the standby request is accepted by the electric device, and restarts power transmission when a restart condition is satisfied when the vehicle is in the standby state. The standby includes: a first standby in which the vehicle is standby in a state in which power transmission is stopped but communication with the electrical device is maintained; and a second standby in which the vehicle is standby in a state in which not only power transmission but also communication with the electrical device is stopped. The control device determines which one of the first standby mode and the second standby mode is requested to the electrical device by using the amount of power stored in the power storage device.

Description

Technical Field

[0001] The present disclosure relates to a vehicle that performs electric power transmission. Background Art

[0002] Japanese Patent Application Laid-Open No. 2013-176274 discloses a technology for maintaining communication between a charging facility (electrical equipment) and a vehicle during charging. Summary of the invention

[0003] In recent years, the capacity of the power storage device mounted on the vehicle has been continuously increased. It is believed that as the capacity of the power storage device increases, the charging time of the power storage device becomes longer. In addition, the power storage device mounted on the vehicle can also be used for power transmission other than charging (discharging to the outside of the vehicle, etc.). However, the user does not necessarily want to continue the power transmission for a long time. In addition, due to certain circumstances, it is also possible that power transmission cannot be performed during a certain period. Therefore, in long-term power transmission, it is considered to suspend the power transmission midway, put the vehicle on standby in a state where the power transmission is stopped, and restart the power transmission at an appropriate time. However, in such a power transmission method, when the vehicle is on standby while maintaining communication between the vehicle and the electrical device, the power consumption during standby becomes large. On the other hand, when the vehicle is on standby in a state where communication is stopped, the power transmission is restarted after the communication is restarted, so the restart of the power transmission is delayed. Therefore, there is room for improvement in how the vehicle is put on standby.

[0004] The present disclosure has been made to solve the above-mentioned problems, and an object of the present disclosure is to place the vehicle in an appropriate standby state according to the condition of the vehicle when the vehicle is placed in a standby state in a state where power transmission is stopped.

[0005] A vehicle according to one aspect of the present disclosure includes a control device and a power storage device.

[0006] The vehicle is configured to transmit electric power between the vehicle and the electrical device while communicating with the electrical device.

[0007] The control device is configured to request the electric device to standby during power transmission, to put the vehicle into a standby state when the electric device accepts the standby request, and to resume power transmission when a restart condition is satisfied while the vehicle is in the standby state.

[0008] The standby includes a first standby in which the vehicle stands by while power transmission is stopped but communication with the electrical device is maintained, and a second standby in which the vehicle stands by while not only power transmission but also communication with the electrical device is stopped.

[0009] The control device determines whether to request the electric device to enter the first standby mode or the second standby mode using the amount of electricity stored in the electricity storage device.

[0010] According to the present disclosure, when the vehicle is put into a standby state in a state where power transmission is stopped, the vehicle can be put into an appropriate standby state according to the condition of the vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0011] Features, advantages, and technical and industrial significance of exemplary embodiments of the present invention will be described below with reference to the accompanying drawings, in which like reference numerals represent like elements, and in which:

[0012] Figure 1 is a diagram showing a power transmission system according to an embodiment of the present disclosure;

[0013] Figure 2 is a flowchart showing charging control according to an embodiment of the present disclosure;

[0014] Figure 3 Yes means Figure 2 A flowchart showing the details of the standby control shown;

[0015] Figure 4 Yes means Figure 3 A flowchart of a variation of the process shown; and

[0016] Figure 5 Yes means Figure 1 A diagram showing a modified example of the structure shown. DETAILED DESCRIPTION

[0017] The embodiments of the present disclosure will be described in detail with reference to the accompanying drawings. In the drawings, the same or corresponding parts are denoted by the same reference numerals, and their description will not be repeated.

[0018] Figure 1 It is a diagram showing a power transmission system according to an embodiment of the present disclosure. Figure 1 The power transmission system shown includes a vehicle 100, an EVSE 300, and an EMS 500. "EVSE" refers to an Electric Vehicle Supply Equipment. "EMS" refers to an Energy Management System. EVSE 300 receives power supply from an electric power system PG. The electric power system PG is a power grid constructed by power transmission and distribution equipment. The electric power system PG is connected to a plurality of power stations (not shown). The electric power system PG supplies AC power, for example, via a transformer not shown.

[0019] EVSE300 has a built-in control device 310, a charger 331 and a detector 332, and is equipped with a charging cable 320. The charging cable 320 has a connector 320a (charging connector) at the top, and includes a communication line and a power line inside. One wire can also serve as both a communication line and a power line. The control device 310 functions as a SECC that communicates with one or more EVCCs described later. "EVCC" refers to the communication control device (Electric Vehicle Communication Controller) of the electric vehicle. "SECC" refers to the communication control device (Supply Equipment Communication Controller) of the supply equipment. The control device 310 can also control the input and output channels, data encryption or data transmission between the vehicle 100 and the EVSE300. In addition, the control device 310 is configured to be able to interact with SA (Secondary Actor). In this embodiment, EMS500 is equivalent to SA. The control device 310 is configured to be able to communicate with EMS500. The EMS 500 may include a computer that manages the balance of power supply and demand in a building such as a house or a factory, or a computer that functions as an aggregator that aggregates multiple resources. The EMS 500 requests the control device 310 to transmit power for energy management as needed.

[0020] The control device 310 controls the charger 331. The charger 331 includes a power conversion circuit (e.g., an inverter) and is configured to adjust the charging current. The detector 332 includes various sensors (e.g., a current sensor and a voltage sensor) for detecting the state of the charger 331, and outputs the detection result to the control device 310. The charger 331 converts the AC power supplied from the power system PG into DC power according to the instruction from the control device 310, and outputs the DC power to the connector 320a. That is, the EVSE 300 outputs DC power.

[0021] The vehicle 100 is provided with an inlet 10 to which a connector 320a can be attached and detached. By connecting the connector 320a of the charging cable 320 connected to the main body of the EVSE 300 to the inlet 10 of the vehicle 100 in the parked state, the vehicle 100 is in a state (plugged state) electrically connected to the power system PG via the EVSE 300. On the other hand, when the inlet 10 is not connected, the vehicle 100 is in a state (unplugged state) not electrically connected to the EVSE 300 and the power system PG.

[0022] The vehicle 100 also includes a battery 11, an SMR (System Main Relay) 12, a charging relay 13, ECUs 15 and 16, an MG (Motor Generator) 21, and a PCU (Power Control Unit) 22. The SMR 12 and the charging relay 13 are high-voltage relays, for example, electromagnetic mechanical relays. "ECU" refers to an electronic control unit (Electronic Control Unit). Electric power is supplied to each ECU (including ECUs 15 and 16) mounted on the vehicle 100 from an auxiliary battery (not shown). When the power storage of the auxiliary battery decreases, electric power is supplied from the battery 11 to the auxiliary battery.

[0023] ECU15 and 16 are configured to be able to communicate with each other. ECU15 functions as a computer (battery ECU) that manages battery 11. ECU16 functions as an EVCC that communicates with SECC (for example, control device 310). ECU16 may also control input / output channels, data encryption, or data transmission between vehicle 100 and EVSE300.

[0024] The battery 11 includes, for example, a secondary battery such as a lithium-ion secondary battery. The vehicle 100 is configured to be able to travel using the power stored in the battery 11. The vehicle 100 is, for example, a battery electric vehicle (BEV) that does not have an engine (internal combustion engine). However, the present invention is not limited thereto, and the vehicle 100 may be a PHEV (plug-in hybrid electric vehicle) that has an internal combustion engine, or may be another electric vehicle (xEV).

[0025] The battery 11 is provided with a BMS (Battery Management System) 11a for monitoring the state of the battery 11. The BMS 11a includes various sensors for detecting the state of the battery 11, and a monitoring IC (Integrated Circuit) for inputting the detection signals of the various sensors. The monitoring IC generates a signal indicating the state of the battery 11 (hereinafter referred to as a "BMS signal") using the detection signals of the various sensors, and outputs the generated BMS signal to the ECU 15. Based on the BMS signal, the ECU 15 obtains, for example, the temperature, current, voltage, and SOC (State Of Charge) of the battery 11. The SOC indicates the stored electricity, and for example, 0 to 100% is used to indicate the ratio of the current stored electricity to the stored electricity in the fully charged state.

[0026] The vehicle 100 is configured to be able to perform external charging (charging of the battery 11 using power from outside the vehicle). The charging relay 13 switches the connection / disconnection of the charging line. During external charging, the SMR 12 and the charging relay 13 are in a closed state (connected state), and the DC power output from the EVSE 300 to the vehicle 100 is input to the inlet 10 to charge the battery 11. The ECU 15 controls the SMR 12 and the charging relay 13 according to instructions from the ECU 16. Figure 1 In the example shown, a charging line including the inlet 10 and the charging relay 13 is connected between the SMR 12 and the PCU 22. However, the present invention is not limited thereto, and the charging line may be connected between the battery 11 and the SMR 12.

[0027] The ECU 16 includes a processor 161 and a storage device 162. The storage device 162 is configured to store stored information. In addition to the program, the storage device 162 also stores various information used in the program. In this embodiment, the processor 161 executes the program stored in the storage device 162 to perform various controls (for example, the following description). Figure 2 , Figure 3 However, these processes may be executed only by hardware (electronic circuit) without using software.

[0028] The PCU 22 includes, for example, an inverter and a converter, and drives the MG 21 using the power supplied from the battery 11. The MG 21 is driven by the PCU 22 to rotate the drive wheels of the vehicle 100. In addition, the MG 21 performs regenerative power generation and outputs the generated power to the battery 11. The SMR 12 switches the connection / disconnection of the circuit from the battery 11 to the PCU 22. While the vehicle 100 is traveling, the SMR 12 is maintained in a closed state (connected state).

[0029] The vehicle 100 and the EVSE 300 perform power transmission (for example, charging or discharging of the battery 11 in the plugged-in state). In the power transmission method of this embodiment, the vehicle 100, which is equivalent to an EV (Electric Vehicle), performs power transmission between the vehicle 100 and the EVSE 300 while communicating with the EVSE 300. The EVCC (for example, the ECU 16) of the EV and the SECC (for example, the control device 310) of the EV select a service before power transmission. Specifically, the EVCC starts a communication session and requests services that can be used by the SECC. The SECC replies with an appropriate list of services that can be provided to the EVCC. After that, the EVCC selects the service it wants to use and sends the service ID to the SECC. The SECC returns detailed information (parameter list) of the selected service. This is repeated (looped). That is, the SECC sends service details one by one for each service of the EVCC request information. After that, the EVCC selects, for example, an energy transfer service. As a result, the EVCC and the SECC exchange messages related to the physical limitations under the rated operating conditions of the selected energy transfer service. The EVCC and the SECC select and negotiate service actions through this message exchange. When the service action is decided according to the agreement of the EVCC and the SECC, the message set to be applied is uniquely decided. In the case where the power transmission is charging of the EV, the EVCC and the SECC negotiate a control mode for the charging session in the above-mentioned service selection process.

[0030] In this embodiment, two control modes are adopted, more specifically, a scheduled control mode and a dynamic control mode. EVCC and SECC select one of these control modes. The exchanged parameters follow the selected control mode. In the scheduled control mode (first control mode), EVCC generates a power profile, and EVCC and SECC negotiate the generated power profile. That is, in the scheduled control mode, power transmission is carried out under the leadership of EVCC. On the other hand, in the dynamic control mode (second control mode), no negotiation is performed, and control is completely entrusted to SECC (offline system). However, EVCC sends the limit values ​​of parameters related to the use of the battery mounted on the EV (for example, upper limits of charging voltage, charging current, charging power, etc.) to SECC. Based on the received limit values, SECC determines a single power setting value that the EV should comply with, and sends the determined power setting value to EVCC. In this way, in the dynamic control mode, power transmission is carried out under the leadership of SECC.

[0031] For power transmission, the signals shown below are exchanged between the EVCC and the SECC. Signals defined by ISO (International Organization for Standardization) 15118-20 may also be used.

[0032] The EVCC makes a request to the SECC using the request signal (message) shown below.

[0033] The session setup request is a signal requesting the start of a communication session. The session setup request includes identification information (EVCCID) that specifies the EVCC. The session stop request is a signal requesting the end or pause (Pause) of the power transfer process. The session stop request includes a charging session. "End" and "Pause" can be set in the charging session. The session stop request in which "End" or "Pause" is set in the charging session requests the end or pause of the power transfer process, respectively.

[0034] The service discovery request is a signal requesting the sending of information related to all services provided by the SECC. The service discovery request includes a list of identification information (service IDs) that determines the services supported by the EV. The EVCC is able to limit services by sending such a list. The service discovery request distinguishes the types and application scopes of various services. The service details request is a signal requesting the sending of specific additional information related to the services provided by the EVSE. The service details request includes identification information (service ID) that determines the service for which the additional information is requested. The service selection request is a signal notifying information related to the selected service. The service selection request includes a selected VAS (value-added service) list. The list includes all selected service IDs and parameter set IDs.

[0035] The power supply request (power transmission request) is a signal requesting the SECC to provide power. The power supply request includes the EV Power Profile and the Charge Progress. The EV uses the EV Power Profile to notify and reserve the power transmission profile for the current charging session. In the Charge Progress, "Start", "Stop", "Schedule Renegotiation" and "Standby" can be set. The EVCC uses the power supply request to request the SECC to standby (hereinafter also referred to as "1st Standby") and pause (hereinafter also referred to as "2nd Standby").

[0036] A power supply request with "start" set for charging progress requests the EVSE to prepare energy flow for immediate start. A power supply request with "schedule renegotiation" set for charging progress requests a schedule renegotiation mechanism. A power supply request with "standby" set for charging progress requests the EVSE to enter the first standby period (standby period). If the request is accepted by the EVSE, the EVSE stops the energy flow. During the first standby period, the power transmission between the EV and the EVSE is stopped (zero power). However, during the first standby period, the communication between the EV and the EVSE is maintained, and the contactor provided on the power transmission path is maintained in a closed state (connected state).

[0037] The power supply request with "stop" set for the charging progress requests the EVSE to stop the energy flow. In the case where the EVCC wants the second standby (Pause), after sending the power supply request with "stop" set for the charging progress to the SECC, the EVCC sends a session stop request with "pause" set for the charging session to the SECC. The session stop request requests the EVSE to enter the second standby period (pause period). If the request is accepted by the EVSE, after the EVSE stops the energy flow, the communication is stopped so that the energy flow can be restarted at the timing indicated by the EV power profile. During the second standby period, the contactor provided on the power transmission path becomes disconnected (disconnected state), and the power transmission between the EV and the EVSE stops (zero power). Zero power is guaranteed by disconnecting the contactor. In addition, during the second standby period, the communication between the EV and the EVSE is stopped.

[0038] The charging cycle request is a signal that periodically notifies the EVSE of information related to charging. For example, in the dynamic control mode, the EVCC uses the charging cycle request to periodically notify the SECC of the current values ​​of the charging parameters (charging voltage, charging current, charging power, etc.). In addition, in the planned control mode, the EVCC uses the charging cycle request to periodically notify the SECC of the current values ​​of the charging parameters, the target values ​​of the charging parameters requested by the EV, and the differences between these target values ​​and the current values.

[0039] In response to the request from EVCC, SECC sends the following response signal (message).

[0040] The session setup response is a response signal to the session setup request. The session setup response includes an EVSEID and a response code. The EVSEID is identification information that determines the EVSE connected to the EV. The response code indicates whether the start of a new session or joining the last communication session was successful. The session stop response is a response signal to the session stop request. The session stop response notifies the EVCC whether the suspension of the power transmission process is accepted or whether the end of the power transmission process is successful.

[0041] The service discovery response is a response signal to the service discovery request. The service discovery response includes a list of all services that can be utilized in the SECC. The service details response is a response signal to the service details request. The service details response provides details related to the service. The service selection response is a response signal to the service selection request. The service selection response notifies the EVCC whether the selected service is accepted.

[0042] The power supply response (power transmission response) is a response signal to the power supply request. The power supply response includes information indicating whether the power requested by the power supply request can be used or whether the EVSE accepts the standby requested by the power supply request. In addition, the power supply response includes the EVSE status indicating the status of the EVSE or notifying an event related to the EVCC.

[0043] The charge cycle response is a response signal to the charge cycle request. The charge cycle response notifies the EV of the state of the EVSE and the current and voltage output by the current EVSE. The charge cycle response includes the first parameter, the second parameter, and the third parameter. The first parameter indicates the current current and voltage of the EVSE. The second parameter indicates whether the current current, voltage, and power of the EVSE have reached the upper limit. The third parameter indicates the energy charged in this service session.

[0044] The communication session always starts with the above-mentioned session setup message pair and ends with the session stop message pair. EVCC enters the first standby period in the communication session and can start communication again after the first standby period. All messages of the communication session have a session ID that can manage the session at the application level. The session ID is negotiated between EVCC and SECC through the session setup message pair. All messages except the session setup request message use the same session ID.

[0045] Figure 2 1 is a flowchart showing the charging control of this embodiment. When a predetermined charging start condition is satisfied in the vehicle 100 in the plug-in state, the ECU 16 executes Figure 2 The charging start condition is satisfied when the vehicle 100 is connected to the EVSE 300 and is in the above-mentioned plug-in state, for example. Each step in the flowchart is simply expressed as "S".

[0046] Reference Figure 2 In S11, ECU16 (EVCC) starts communication with control device 310 (SECC), and performs service selection and mode selection through the communication. Specifically, ECU16 and control device 310 select the service for charging battery 11 through the aforementioned service selection process. In addition, ECU16 and control device 310 select which of the planned control mode and the dynamic control mode is selected according to the condition of vehicle 100. For example, dynamic control mode may be selected when EMS500 requests charging for energy management from control device 310, otherwise planned control mode is selected.

[0047] In S12, ECU16 determines which of the planned control mode and the dynamic control mode is selected. When the planned control mode is selected in S11 (S12: Scheduled), the process enters S21. In S21, ECU16 generates a power transmission profile related to the current charging session. The power transmission profile represents a charging plan, which is equivalent to an example of "schedule information" of the present disclosure. In this embodiment, a power transmission profile including a charging standby period is generated. In the following S22, ECU16 determines whether a predetermined standby condition is met. The standby condition can be set arbitrarily. For example, the standby condition can also be met when the current moment is included in a predetermined time period (hereinafter referred to as the "standby time period"). A time period with high electricity charges or a time period with high electricity demand can also be set as a standby time period. In this embodiment, the above-mentioned power transmission profile represents a standby time period.

[0048] When the standby condition is not satisfied (NO in S22), the process proceeds to S31. In S31, the ECU 16 executes charging control of the battery 11. When the charging control starts, the ECU 16 negotiates with the control device 310 for the power transmission profile (S21) using the power supply request, and corrects the power transmission profile as needed. Thereafter, the ECU 16 executes charging control according to the agreed power transmission profile using the charging cycle request. The control device 310 basically controls the charger 331 according to the request from the ECU 16.

[0049] In the next S32, the ECU 16 determines whether the charging of the battery 11 is completed. If the charging is not completed (NO in S32), the process returns to S12. On the other hand, if the charging is completed (YES in S32), the ECU 16 uses the power supply request and the session stop request in S33 to end the charging control and power transmission process. Figure 2 The shown processing flow ends.

[0050] When the standby condition is satisfied (YES in S22 ), the ECU 16 executes the standby control in S23 . Figure 3 This is a flowchart showing the details of the standby control in S23.

[0051] Reference Figure 3In S51, ECU16 obtains the standby time indicated by the EV power profile of the power supply request and the SOC of the battery 11 detected by BMS11a. The standby time is equivalent to the time from the start of standby to the end of standby in the charging plan. Next, ECU16 determines whether all the first to third requirements are met for the SOC and standby time obtained in S51 through the processing of S52 to S55. The first requirement is that the SOC of the battery 11 is greater than the first reference value (Th1). The second requirement is that the standby time is less than the second reference value (Th2). The third requirement is that the standby time is less than the third reference value (Th3). Th1 and Th2 are fixed values, respectively. In one example, Th1 and Th2 are 20% and 60 minutes, respectively.

[0052] Specifically, in S52 and S53, it is determined whether the first requirement and the second requirement are satisfied, respectively. Figure 3 As shown in the middle region R11, if the power storage (SOC) is less than Th1 (NO in S52), the process proceeds to S581. Figure 3 As shown in the middle region R12, if the waiting time is longer than Th2 (NO in S53), the process proceeds to S581. If the storage capacity (SOC) is greater than Th1 and the waiting time is shorter than Th2 (YES in both S52 and S53), the ECU 16 sets Th3 based on the SOC of the battery 11 in S54. For example, Figure 3 As shown in the graph in FIG. 1 , the higher the SOC of the battery 11 is, the larger Th3 is set by the ECU 16. Next, the ECU 16 determines in S55 whether the third requirement is satisfied. Figure 3 As shown in the middle region R13, if the waiting time is longer than Th3 (NO in S55), the process proceeds to S581. Figure 3 As shown in the middle region R14, if the waiting time is shorter than Th3 (YES in S55), the process proceeds to S571. The process proceeding to S571 means that all the first to third requirements are satisfied.

[0053] In S571, ECU16 requests EVSE300 to enter the first standby mode. Next, ECU16 determines in S572 whether the request for the first standby mode is accepted by EVSE300. Specifically, ECU16 requests EVSE300 to enter the first standby mode by sending the aforementioned power supply request indicating that the charging progress is "standby" to the control device 310. Afterwards, if ECU16 receives a power supply response indicating that the request for the first standby mode is accepted from the control device 310, it is determined to be YES in S572, and the process proceeds to S573.

[0054] In S573, ECU16 puts vehicle 100 into the first standby state. In the first standby state, power transmission is stopped, but vehicle 100 stands by while maintaining communication with EVSE300. Control device 310 controls charger 331 to stop power transmission in accordance with the standby request from ECU16, so that the transmitted power is maintained at zero in the first standby state. However, the contactor (SMR12 and charging relay 13) provided in the power transmission path is maintained in a closed state. In the first standby state, in order to maintain communication between ECU16 and control device 310, the communication function of ECU16 works.

[0055] In the next S574, ECU16 determines whether the predetermined restart condition is met. In this embodiment, the restart condition is met when the aforementioned standby time (S51) has passed since the vehicle 100 entered the first standby state. During the period when the restart condition is not met (NO in S574), S573 and S574 are repeated, and the vehicle 100 is maintained in the first standby state. When the restart condition is met (YES in S574), in S575, ECU16 cancels the standby state of the vehicle 100. Specifically, ECU16 starts sending a signal for charging control to the control device 310 again. After that, Figure 3 The processing flow shown ends and the processing enters Figure 2 Thus, in S31, power transmission is restarted. When restarting, the sequence is implemented from immediately before charging starts. If the request for the first standby is not accepted by EVSE300 (NO in S572), the process also enters Figure 2 Even if the request for the first standby is not accepted, the power transmitted between the vehicle 100 and the EVSE 300 is controlled to zero or a value close to zero by the process of S31 during the zero power period indicated by the power transmission profile.

[0056] In S581, ECU16 requests the EVSE300 to enter the second standby mode (Pause). Next, ECU16 determines in S582 whether the request for the second standby mode is accepted by EVSE300. Specifically, after sending the power supply request indicating that the charging progress is "stopped" to the control device 310, ECU16 sends the session stop request indicating that the charging session is "pause" to the control device 310, thereby requesting the EVSE300 to enter the second standby mode. Afterwards, if ECU16 receives a session stop response indicating that the request for the second standby mode is accepted from the control device 310, it is determined to be YES in S582, and the process proceeds to S583.

[0057] In S583, ECU16 puts the vehicle 100 into the second standby state. In the second standby (Pause), the vehicle 100 stands by in a state where not only power transmission but also communication with EVSE300 is stopped. The control device 310 stops power transmission in accordance with the standby request from ECU16, and stops communication so as to restart communication after the aforementioned standby time (S51) has passed. In addition, in the second standby, ECU16 maintains the contactor (SMR12 and charging relay 13) provided in the power transmission path in an open state (disconnected state). In addition, in the second standby, in order to suppress power consumption, the communication function (communication module) of ECU16 is stopped.

[0058] In the next S584, ECU16 determines whether a predetermined restart condition is met. In this embodiment, the restart condition is met when the aforementioned standby time (S51) has passed since the vehicle 100 entered the second standby state. During the period when the restart condition is not met (NO in S584), S583 and S584 are repeated, and the vehicle 100 is maintained in the second standby state. When the restart condition is met (YES in S584), ECU16 releases the standby state of the vehicle 100 in S585. Specifically, after ECU16 activates the communication function, it closes the contactors (SMR12 and charging relay 13) provided in the power transmission path. The charging relay 13 is closed after the insulation check. Then, ECU16 starts sending signals for charging control to the control device 310 again. After that, Figure 3 The processing flow shown ends and the processing enters Figure 2 S31 of . Thus, power transmission is restarted in S31. When restarting, the sequence is executed from the beginning. ECU16 retains the information (session ID, etc.) before the second standby (Pause) until the connector 320a is unplugged. In addition, if the request for the second standby is not accepted by EVSE300 (NO in S582), the process also enters the same step. Figure 2 S31.

[0059] Refer again Figure 2 In the case where the dynamic control mode is selected in S11 (S12: Dynamic), the process proceeds to S41. In S41, the ECU 16 determines whether a request for the second standby (Pause) is received from the EVSE 300. In the case where the ECU 16 does not receive a request for the second standby (NO in S41), the process proceeds to S30.

[0060] In S30, ECU16 sends information for charging control of battery 11 to EVSE300. When charging control starts, ECU16 sends the limit value of the charging parameter to control device 310. Thereafter, ECU16 periodically notifies control device 310 of the current value of the charging parameter using a charging cycle request. Charging control in the dynamic control mode is delegated to control device 310. Control device 310 may also control charger 331 according to a request from EMS500. When the process of S30 is executed, the process proceeds to S32 described above.

[0061] When the ECU 16 receives the request for the second standby mode (YES in S41 ), the ECU 16 and Figure 3 Similarly, in S583 of S42, the vehicle 100 is placed in the second standby state. In the next S43, ECU16 determines whether the predetermined restart condition is met. In this embodiment, when ECU16 receives a request to cancel the standby state from the control device 310, the restart condition is met. While the restart condition is not met (NO in S43), S42 and S43 are repeated, and the vehicle 100 is maintained in the second standby state. When the restart condition is met (YES in S43), ECU16 and S44 are connected in S45. Figure 3 In S585, the vehicle 100 is similarly released from the standby state. Thereafter, the process returns to S12.

[0062] As described above, the power transmission method of this embodiment includes: Figure 2 and Figure 3 The ECU 16 (control device) of the vehicle 100 requests the EVSE 300 (electrical equipment) to enter a standby state during power transmission ( Figure 3 When the standby request is accepted by the EVSE 300, the vehicle 100 is put into the standby state ( Figure 3 If the restart condition is satisfied when the vehicle 100 is in the standby state, the power transmission is restarted ( Figure 3 Then, the ECU 16 uses the amount of electricity stored in the battery 11 (electricity storage device) to determine whether to request the EVSE 300 to perform the first standby mode or the second standby mode.

[0063] According to the above configuration, the first standby mode that can restart power transmission early and the second standby mode that consumes less power can be appropriately used in accordance with the amount of power stored in the battery 11 .

[0064] More specifically, in the above-described embodiment, the ECU 16 determines which of the first standby mode and the second standby mode to request the EVSE 300 to perform based on the first to third requirements (see Figure 3 ). According to such a structure, an appropriate standby state is selected according to the situation. In addition, it is possible to suppress the delay in restarting power transmission from a short-term standby, and to suppress power consumption caused by a long-term standby. In addition, by selecting the second standby when the power storage of the battery 11 is less than the first reference value, it is also possible to suppress the power of the battery 11 from becoming too low due to power consumption during standby. In addition, by selecting the first standby when the standby time is short, it is also possible to suppress an increase in the number of times the high-voltage relay is driven (and thus the deterioration of the relay).

[0065] In the above embodiment, in the planned control mode, the ECU 16 requests the first standby mode and the second standby mode, but in the dynamic control mode, the ECU 16 requests neither the first standby mode nor the second standby mode (see Figure 3 , Figure 4 ). Thus, in the dynamic control mode, the power transmission control (charging control) completely entrusted to the EVSE 300 is smoothly performed. However, the present invention is not limited thereto, and the ECU 16 may be configured to request the first standby mode in the dynamic control mode.

[0066] In the above embodiment, the first power transmission in which the electric device transmits the power for charging the power storage device to the vehicle is exemplified. However, the type of power transmission is not limited to the first power transmission (charging), and the second power transmission in which the vehicle transmits the power discharged from the power storage device to the electric device can also be applied. Figure 2 and Figure 3 Alternatively, for a third power transmission in which power is bidirectionally exchanged between a vehicle and an electrical device, the control may also be applied. Figure 2 and Figure 3 The control shown. It should be noted that the first and second power transmissions may be either conductive power transmission (CPT) or wireless power transmission (WPT). The third power transmission is also called "BPT (Bidirectional Power Transfer)".

[0067] ECU16 can also replace Figure 3 The control shown is executed Figure 4 Controls shown. Figure 4 Yes means Figure 3 A flowchart of a modified example of the process shown. Figure 4 In the processing flow shown in the figure, instead of S53 to S55 ( Figure 3 ) and use S53A and S56.

[0068] Reference Figure 4, when it is determined in S52 that the power storage (SOC) is greater than Th1 (YES in S52), the process proceeds to S53A. In S53A, ECU16 determines whether the time elapsed from the start of standby is greater than the fourth reference value (Th4). When the vehicle 100 is not in the standby state, it is determined as NO in S53A, and the process proceeds to S56. In S56, ECU16 determines whether the vehicle 100 is in the first standby state. If the vehicle 100 is not in the first standby state (NO in S56), the process proceeds to S571. Then, in S571, a request for the first standby (Standby) of the EVSE300 is executed. On the other hand, if the vehicle 100 is in the first standby state (YES in S56), the process proceeds to S573. Then, in S573, the first standby of the vehicle 100 is continued. Figure 4 In S571 to S575, respectively execute Figure 3 The same processing as S571 to S575 in . However, if it is determined as NO in S574, the processing returns to S53A. If a time equivalent to Th4 has passed since the start of the first standby before it is determined in S574 that the restart condition is met (YES in S53A), the processing enters S581. Then, in S581, a request for the second standby (Pause) of EVSE300 is executed. Figure 4 In S581 to S585, respectively execute Figure 3 Therefore, if the request for the second standby state is accepted by the EVSE 300 during the first standby state (YES in S582 ), the standby state of the vehicle 100 is switched from the first standby state to the second standby state in S583 .

[0069] According to the control of the above-described modified example, even when the vehicle is put into a standby state with power transmission stopped, the vehicle can be put into an appropriate standby state according to the condition of the vehicle.

[0070] Figure 1 The EVSE 300 shown is configured to output DC power to the vehicle 100. However, the structure of the vehicle and the EVSE is not limited to Figure 1 The structure shown. Figure 5 Yes means Figure 1 FIG. 1 is a diagram showing a modified example of the structure shown. Figure 5 In the power transmission system shown, the charger is not mounted on the EVSE but on the vehicle.

[0071] Reference Figure 5, the vehicle 100A includes a charger 31 and a detector 32. The charger 31 includes a power conversion circuit (such as an inverter) and is configured to be able to adjust the charging current. The power conversion circuit performs DC (direct current) / AC (alternating current) conversion. The detector 32 includes various sensors that detect charging parameters (current, voltage, etc.) and outputs the detection results to the ECU 15. The ECU 15 controls the charger 31 according to the instructions from the ECU 16. In addition, the EVSE 300A includes a control device 310A, a power circuit 341, and a detector 342. The power circuit 341 converts the power received from the power system PG into power suitable for supplying power to the vehicle, and outputs the converted power to the charging cable 320. The detector 342 includes various sensors that detect power supply parameters (current, voltage, etc.) and outputs the detection results to the control device 310A. The EVSE 300A outputs AC power to the vehicle 100A. The control device 310A is configured to be able to communicate with the ECU 16 and the EMS 500 respectively. In such a power transmission system, the ECU 16 controls the charging of the battery 11 by controlling the charger 31. In the planned control mode, the ECU 16 controls the charger 31 according to the agreed power transmission profile. In the dynamic control mode, the ECU 16 controls the charger 31 according to the instruction from the control device 310A.

[0072] Figure 1 , Figure 5 The vehicles 100 and 100A shown are merely examples of vehicles that perform power transmission. Other vehicle structures may also be adopted. For example, the vehicle may have a structure that can handle both AC charging and DC charging. In addition, the vehicle may also be configured to be capable of contactless charging. Figure 1 , Figure 5 Each structure shown may also be changed to be able to perform external power supply (power supply from the battery 11 to the outside of the vehicle). For example, the chargers 331 and 31 may also be changed to bidirectional chargers and dischargers. Figure 1 , Figure 5 The EVSE 300 and 300A shown are merely examples of electrical devices, and any electrical device (accessories, devices, power outlets, appliances, etc.) that supplies electric energy to an EV and communicates with the EV as needed can be used.

[0073] The embodiments disclosed this time should be considered in all respects as illustrative and non-restrictive. The scope of the present invention is indicated not by the description of the above embodiments but by the claims, and is intended to include all modifications within the meaning and scope equivalent to the claims.

Claims

1. A vehicle comprising a control device and a power storage device, wherein: The vehicle is configured to communicate with the electrical device while transmitting power between the vehicle and the electrical device. The control device is constructed as follows: requesting the electric device to enter a standby state during the power transmission, and placing the vehicle in a standby state when the standby request is accepted by the electric device, If a restart condition is satisfied when the vehicle is in the standby state, restarting the power transmission, The standby includes: a first standby, in which the vehicle stands by in a state where the power transmission is stopped but the communication with the electrical device is maintained, and a second standby, in which the vehicle stands by in a state where not only the power transmission but also the communication with the electrical device is stopped, The control device determines whether to request the electric device to perform the first standby mode or the second standby mode, using the amount of power stored in the power storage device.

2. The vehicle according to claim 1, wherein: The control device is configured to acquire schedule information indicating the restart condition related to the power transmission, The restart condition is satisfied when a predetermined waiting time has elapsed since the vehicle entered the waiting state. The control device determines whether to request the electric device to enter the first standby mode or the second standby mode, using the amount of power stored in the power storage device and the standby time indicated by the schedule information.

3. The vehicle according to claim 2, wherein: The control device is configured to: when the standby condition is satisfied, If the amount of electricity stored in the electricity storage device is less than a first reference value, requesting the electrical device to enter the second standby mode, If the standby time is longer than a second reference value, requesting the electrical device to enter the second standby mode, If the storage amount of the power storage device is greater than the first reference value and the standby time is shorter than the second reference value, a third reference value is set based on the storage amount of the power storage device, and whether the first standby mode or the second standby mode is requested from the electrical device is determined based on whether the standby time is shorter than the third reference value.

4. The vehicle according to claim 1, wherein: In the first standby mode, a contactor provided in the power transmission path is maintained in a closed state. In the second standby mode, the contactor provided in the power transmission path is maintained in an open state.

5. The vehicle according to any one of claims 1 to 4, wherein: The control device is configured to be operable in a first control mode in which the power transmission is performed under the control of the vehicle and a second control mode in which the power transmission is performed under the control of the electrical device. The control device requests the first standby mode and the second standby mode when operating in the first control mode, but does not request the second standby mode when operating in the second control mode.

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