Vehicle and system

Abstract

The invention provides a vehicle and a system. The vehicle is configured to transmit power to an electrical device. The vehicle is configured so as to transmit power in either a first control mode or a second control mode. The first control mode is a control mode in which power is transmitted in accordance with an instruction determined by the vehicle. The second control mode is a control mode in which power is transmitted in accordance with an instruction determined by the electrical device. The vehicle is configured so as to acquire user mode information indicating which of a first control mode and a second control mode is desired by a user of the vehicle. The vehicle uses the user mode information to determine which of the first control mode and the second control mode is to be notified to the electrical device.

Description

Technical Field

[0001] The present disclosure relates to a vehicle and a system for performing electric power transmission. Background Art

[0002] Japanese Patent Application Laid-Open No. 2021-158838 discloses a technology for performing energy management by transmitting electric power between a vehicle and electrical equipment. Summary of the invention

[0003] In order to perform highly responsive energy management according to the supply and demand situation, it is preferred to perform power transmission according to the instructions determined by the electrical equipment. However, in a system where power transmission is performed by the electrical equipment, when the vehicle user expects to complete charging early, sufficient power may not be supplied to the vehicle. On the other hand, in a system where power transmission is performed by the vehicle, there is a possibility that energy management cannot be performed appropriately. There is still room for improvement in the control method of power transmission between vehicles and electrical equipment.

[0004] The present disclosure has been made to solve the above-mentioned problems, and an object of the present disclosure is to provide a vehicle and a system that can easily perform power transmission desired by a vehicle user.

[0005] A vehicle according to one aspect of the present disclosure is configured to transmit electric power to an electric device.

[0006] The vehicle is configured to perform electric power transmission in either a first control mode or a second control mode.

[0007] The first control mode is a control mode in which electric power transmission is performed according to an instruction determined by the vehicle.

[0008] The second control mode is a control mode in which electric power transmission is performed according to an instruction determined by the electric device.

[0009] The vehicle is configured to acquire user mode information indicating which of the first control mode and the second control mode a user of the vehicle desires.

[0010] The vehicle uses the user pattern information to determine which of the first control mode and the second control mode is to be notified to the electrical device.

[0011] According to the present disclosure, electric power transmission desired by a vehicle user is easily performed. BRIEF DESCRIPTION OF THE DRAWINGS

[0012] 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:

[0013] Figure 1 It is a diagram showing a power transmission system according to an embodiment of the present disclosure.

[0014] Figure 2 It is shown by Figure 1 Flowchart of the processing performed by the user terminal shown.

[0015] Figure 3 : is a flowchart showing charging control according to the embodiment of the present disclosure.

[0016] Figure 4 It is shown Figure 3 Flowchart showing the details of the planned charging control.

[0017] Figure 5 It is shown Figure 3 Flowchart showing the details of dynamic charging control.

[0018] Figure 6 It is shown Figure 1 A diagram showing a modified example of the structure shown. DETAILED DESCRIPTION

[0019] 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.

[0020] 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" means Electric Vehicle Supply Equipment. "EMS" means Energy Management System. EVSE 300 receives power supply from a power grid PG. The power grid PG is a power grid constructed by power transmission and distribution equipment. A plurality of power stations (not shown) are connected to the power grid PG. The power grid PG supplies AC power, for example, via a transformer not shown.

[0021] 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" means the communication control device (Electric Vehicle Communication Controller) of the electric vehicle (electrified vehicle). "SECC" means 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. EMS 500 may include, for example, 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 integrator that integrates a plurality of resources. EMS 500 requests control device 310 to transmit power for energy management as needed.

[0022] The control device 310 controls the charger 331. The charger 331 includes a power conversion circuit (e.g., an inverter). The detector 332 includes various sensors for detecting the state (voltage, current, temperature, etc.) of the charger 331, and outputs the detection results to the control device 310. The charger 331 converts the AC power supplied from the power grid PG into DC power according to the command from the control device 310, and outputs the DC power to the connector 320a. The EVSE 300 outputs the DC power.

[0023] The vehicle 100 is provided with an inlet 10 to which a connector 320a can be attached and detached. When the connector 320a of the charging cable 320 connected to the main body of the EVSE 300 is connected to the inlet 10 of the vehicle 100 in the parked state, the vehicle 100 is electrically connected to the power system PG via the EVSE 300 (plugged in state). On the other hand, when the inlet 10 is not connected, the vehicle 100 is not electrically connected to the EVSE 300 and the power system PG (unplugged state).

[0024] The vehicle 100 also includes a battery 11, an SMR (System Main Relay) 12, a charging relay 13, ECUs 15 and 16, an HMI (Human Machine Interface) 17, a communication device 19, an MG (Motor Generator) 21, and a PCU (Power Control Unit) 22. "ECU" means an electronic control unit. Electric power is supplied to each ECU (including ECUs 15 and 16) mounted on the vehicle 100 from an auxiliary equipment battery (not shown). When the amount of electricity stored in the auxiliary equipment battery decreases, electric power is supplied from the battery 11 to the auxiliary equipment battery.

[0025] ECU 15 and 16 are configured to be able to communicate with each other. ECU 15 functions as a computer (battery ECU) that manages battery 11. ECU 16 functions as an EVCC that communicates with SECC. ECU 16 may also control input / output channels, data encryption, or data transmission between vehicle 100 and EVSE 300.

[0026] 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 also be a PHEV (plug-in hybrid electric vehicle) having an internal combustion engine, or may be another electrified vehicle (xEV).

[0027] 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) to which detection signals detected by the various sensors are input. The monitoring IC generates a signal indicating the state of the battery 11 (hereinafter referred to as a "BMS signal") using the detection signals detected by the above-mentioned various sensors, and outputs the generated BMS signal to the ECU 15. Based on the above-mentioned 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 storage capacity, for example, 0~100% is used to indicate the ratio of the current storage capacity to the storage capacity in the fully charged state.

[0028] The vehicle 100 is configured to be able to perform external charging (charging the battery 11 with 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 socket 10 and charged to 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 to this, and the charging line may be connected between the battery 11 and the SMR 12.

[0029] The ECU 16 includes a processor 161 and a storage device 162. The storage device 162 is configured to store information. In addition to the program, the storage device 162 also stores various information used in the program. For example, the storage device 162 stores information used in the control of power transmission (including the scheduled departure time and user mode information described below). In this embodiment, the processor 161 executes the program stored in the storage device 162 to perform various controls (for example, the control of the power transmission). Figure 3~Figure 5 However, these processes may be executed only by hardware (electronic circuit) without using software.

[0030] 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. During the travel of the vehicle 100, the SMR 12 is maintained in a closed state (connected state).

[0031] HMI17 includes an input device and a display device. HMI17 may also include a touch panel display. HMI17 may also include an operating unit (such as a button) provided on a steering wheel. HMI17 may also include an instrument panel and / or a head-up display. HMI17 may also include a smart speaker that accepts voice input.

[0032] The communication device 19 may also include a TCU (Telematics Control Unit) and / or a DCM (Data Communication Module) for wireless communication. The ECU 16 communicates wirelessly with the portable terminal 200 via the communication device 19. The portable terminal 200 is configured to be able to be carried by a user. In this embodiment, a smartphone with a touch panel display is used as the portable terminal 200. The smartphone has a built-in computer and a speaker function. However, this is not limited to this, and a laptop computer, a portable game console, a wearable device, an electronic key, etc. can also be used as the portable terminal 200.

[0033] The vehicle 100 and the EVSE 300 perform power transmission (for example, charging the battery 11 in the plugged-in state). In the power transmission method involved in this embodiment, the vehicle 100 equivalent to the EV (Electric Vehicle) performs power transmission between the vehicle 100 and the EVSE 300 while communicating with the EVSE 300. The vehicle 100 is configured to perform power transmission in any mode of a scheduled control mode and a dynamic control mode. The scheduled control mode is equivalent to the first control mode in which power is transmitted according to instructions determined by the vehicle. The dynamic control mode is equivalent to the second control mode in which power is transmitted according to instructions determined by the electrical equipment (EVSE). These control modes may also have features defined in ISO (International Organization for Standardization) 15118-20. In the dynamic control mode, the vehicle 100 can perform power transmission for a VPP (virtual power plant).

[0034] The portable terminal 200 is installed with application software related to the above-mentioned power transmission (hereinafter referred to as "application"). The portable terminal 200 is operated by the user of the vehicle 100 (vehicle user). The portable terminal 200 receives input indicating which of the planned control mode and the dynamic control mode the vehicle user desires through the application (hereinafter referred to as "desired mode input"). Figure 2 1 is a flowchart showing the processing performed by the portable terminal 200 in the application operation. Each step in the flowchart is simply expressed as "S". For example, when the application is started by the user operation on the portable terminal 200, the portable terminal 200 starts Figure 2 In this embodiment, the portable terminal 200 functions as a user terminal. However, the HMI 17 may be used as a user terminal instead of the portable terminal 200. Figure 2 The processing flow is shown.

[0035] Reference Figure 2 In S101, the portable terminal 200 displays the screen Sc1 or Sc2. Specifically, the portable terminal 200 holds user mode information indicating which of the planned control mode and the dynamic control mode the vehicle user desires. Hereinafter, the state in which the vehicle user desires the planned control mode indicated by the user mode information is referred to as "first user setting". In addition, the state in which the vehicle user desires the dynamic control mode indicated by the user mode information is referred to as "second user setting".

[0036] The portable terminal 200 set by the first user displays the screen Sc1 in S101. The screen Sc1 includes display units M1 to M3 and operation units M4 and M5. The display unit M1 indicates the scheduled departure time set in the application. The set value of the scheduled departure time can be changed. For example, when the user touches the display unit M1, a keypad for inputting a numerical value can also be displayed. The display unit M2 indicates the SOC of the battery 11. The display unit M3 indicates the drivable distance of the vehicle 100. The portable terminal 200 receives the SOC of the battery 11 detected by the BMS11a from the vehicle 100 one by one. The portable terminal 200 calculates the drivable distance of the vehicle 100 based on the SOC of the battery 11. The operation unit M4 accepts the input of the desired mode. The operation unit M4 is, for example, a toggle switch, which switches on / off according to the operation from the user. The vehicle user can switch from the first user setting to the second user setting by turning on the operation unit M4. The operation unit M5 accepts the input (for example, button operation) for ending the application.

[0037] The portable terminal 200 of the second user setting displays screen Sc2 in S101. Screen Sc2 includes display units M1 to M3 and operating units M4 and M5 in the same manner as screen Sc1. However, in screen Sc2, operating unit M4 is turned on. The vehicle user can switch from the second user setting to the first user setting by turning off the operating unit M4.

[0038] In the following S102, the portable terminal 200 determines whether an input for changing the setting is received from the user. Specifically, in the screen Sc1 or Sc2, when the scheduled departure time is changed or the on / off of the operation unit M4 is switched, it is determined as "yes" in S102, and the processing enters S103. In S103, the portable terminal 200 changes the information (for example, the scheduled departure time or the user mode information) retained in its own storage device according to the input from the user. As a result, the setting of the portable terminal 200 is updated. Furthermore, the portable terminal 200 requests the vehicle 100 to change the same setting. Specifically, the portable terminal 200 sends the user mode information corresponding to the input from the user to the vehicle. As a result, according to the above-mentioned user input to the portable terminal 200, the information (scheduled departure time and user mode information) retained in the storage device 162 is changed. The fact that the vehicle 100 (ECU 16) becomes the second user setting means that the VPP function of the vehicle 100 becomes turned on. Thereafter, the processing enters S104. On the other hand, when the portable terminal 200 has not received an input for changing the setting (No in S102 ), the process of S103 (setting update) is not performed, and the process proceeds to S104 .

[0039] In S104, the portable terminal 200 determines whether the scheduled departure time is approaching. Specifically, the portable terminal 200 determines whether it is a time that is a predetermined time (for example, 30 minutes) earlier than the set scheduled departure time. When the scheduled departure time is approaching ("Yes" in S104), the portable terminal 200 determines in S105 whether the current setting is the second user setting. When the current setting is the second user setting ("Yes" in S105), the portable terminal 200 determines in S106 whether the storage capacity of the battery 11 is insufficient for the next travel. The portable terminal 200 may also determine whether the SOC of the battery 11 is below a predetermined value. Alternatively, the portable terminal 200 may also determine whether the drivable distance of the vehicle 100 is below a predetermined value. When the storage capacity of the battery 11 is insufficient ("Yes" in S106), the portable terminal 200 reports in S107, for example, by display or sound (including voice). The portable terminal 200 prompts the vehicle user to switch from the second user setting to the first user setting through this notification process.

[0040] After executing the process of S107, the process proceeds to S108. On the other hand, if it is judged as "No" in any of the steps S104, S105, and S106, the process of S107 (report process) is not performed, and the process proceeds to S108. In S108, the portable terminal 200 determines whether to terminate the application. For example, when the user operates the operating unit M5 in the screen Sc1 or Sc2, it is judged as "Yes" in S108, and the process flow ends. If the application is not terminated ("No" in S108), the process returns to S101 and the screen continues to be displayed.

[0041] In this embodiment, the scheduled departure time is set by the user, but the portable terminal 200 may receive the scheduled departure time from the vehicle 100. The vehicle 100 (ECU 16) may predict the departure time of the vehicle 100 based on past data (travel history data) and transmit the predicted departure time (scheduled departure time) to the portable terminal 200. Figure 2 The processing flow shown can be changed appropriately. For example, S104 to S107 can be omitted.

[0042] Refer again Figure 1 , the EVCC (e.g., ECU 16) of the EV and the SECC (e.g., control device 310) of the EVSE select a service before power transmission. Specifically, the EVCC establishes a communication session and requests the SECC for available services. The SECC replies to the EVCC with an appropriate list of available services. Afterwards, the EVCC selects the service it wishes to use and sends the service ID to the SECC. The SECC sends back detailed information (parameter list) of the selected service. This is repeated (looped). That is, the SECC sends the service details one by one for each service for which the EVCC obtains information. Afterwards, the EVCC selects, for example, an energy transmission service. Thus, the EVCC and the SECC exchange messages related to the physical limitations under the rated operating conditions of the selected energy transmission service. By exchanging the messages, the EVCC and the SECC select and negotiate service actions. When the service action is determined by the agreement of the EVCC and the SECC, the message group to be applied is uniquely determined. In one example, the signals shown below are exchanged between the EVCC and the SECC. Signals defined in ISO 15118-20 may also be used.

[0043] EVCC requests SECC using the request signal (message) shown below.

[0044] The session setup request is a signal requesting the establishment of a communication session. The session setup request includes identification information (EVCCID) that identifies 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.

[0045] 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 of various services and the scope of application. The service detail request is a signal requesting the sending of specific additional information related to the services provided by the EVSE. The service detail request includes the identification information (service ID) of 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 list of selected VAS (value-added services). The list includes all selected service IDs and parameter group IDs.

[0046] The dispatch exchange request is a signal that provides power transmission parameters to the SECC and requests the SECC to provide information related to power transmission. The dispatch exchange request, for example, provides current status information related to the EV and additional power transmission parameters (for example, Figure 2 The amount of charging power required to compensate for the shortage of stored power and the scheduled departure time obtained in the processing flow shown).

[0047] A power supply request (power transmission request) is a signal requesting the SECC to provide power. The power supply request includes control mode information, EV power profile, and charging progress. The EV uses the EV power profile to inform and reserve the power transmission profile for the current charging session. In the charging progress, "Start", "Stop", "Schedule Renegotiation", and "Ready (Standby)" can be set. The EVCC can use the power supply request to request the SECC to be ready (hereinafter also referred to as "1st wait") and pause (hereinafter also referred to as "2nd wait").

[0048] A power supply request with "start" set in the charging schedule requests the EVSE to prepare for energy flow that starts immediately. A power supply request with "scheduling renegotiation" set in the charging schedule requests a scheduling renegotiation mechanism. A power supply request with "ready" set in the charging schedule requests the EVSE to enter the first waiting period (ready period). During the first waiting period, power transmission between the EV and the EVSE is stopped (zero power). However, during the first waiting period, communication between the EV and the EVSE is maintained.

[0049] The power supply request with "stop" set in the charging progress requests the EVSE to stop the energy flow. In the case where the EVCC expects the second wait (Pause), the EVCC sends the power supply request with "stop" set in the charging progress to the SECC, and then sends the session stop request with "pause" set in the charging session to the SECC. During the second wait period, the power transmission between the EV and the EVSE is stopped, and the communication between the two is stopped.

[0050] 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 value and limit value 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 value of the charging parameter, the target value of the charging parameter requested by the EV, and the difference between these target values ​​and the current value.

[0051] In response to the request from EVCC, SECC sends the following response signal (message).

[0052] The session setup response is a response signal to the session setup request. The session setup response includes the EVSEID and the response code. The EVSEID is the identification information of the EVSE connected to the EV. The response code indicates whether the establishment of a new session or the participation in the previous communication session is 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 agreed or the end of the power transmission process is successful.

[0053] The service discovery response is a response signal to the service discovery request. The service discovery response includes a list of all services available in the SECC. The service detail response is a response signal to the service detail request. The service detail response provides details related to the service (including the specification information of the EVSE). The service selection response is a response signal to the service selection request. The service selection response notifies the EVCC whether it agrees with the selected service.

[0054] The dispatch exchange response is a response signal to the dispatch exchange request. The dispatch exchange response provides, for example, cost information related to at least one of money, time, demand, and consumption in power transmission. The SECC may also use the dispatch exchange response to provide applicable power transmission parameters from the perspective of the power system (grid).

[0055] 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 agrees to the waiting requested by the power supply request. In addition, the power supply response includes the EVSE status indicating the status of the EVSE or notifying the EVCC-related events.

[0056] The charge cycle response is a response signal to the charge cycle request. The charge cycle response notifies the EV of the status of the EVSE and the current and voltage of the current EVSE output. The charge cycle response includes: parameters indicating the current current and voltage of the EVSE; parameters indicating whether the current current, voltage, and power of the EVSE have reached the upper limit; and parameters indicating the energy charged in this service session.

[0057] 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 waiting period in the communication session and can start communication again after the first waiting period. All messages of the communication session have a session ID that can manage the session at the application layer. 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.

[0058] Figure 3 1 is a flowchart showing the charging control according to this embodiment. When a predetermined charging start condition is satisfied in the vehicle 100 in the plugged-in state, the ECU 16 executes Figure 3 For example, when the vehicle 100 is connected to the EVSE 300 and enters the above-mentioned plug-in state, the charging start condition is satisfied.

[0059] Reference Figure 3 In S11, ECU16 (EVCC) starts communicating with control device 310 (SECC). Thus, a communication session is established. Next, in S12 and S21, ECU16 and control device 310 select a service via the above-mentioned service selection process. At this time, control device 310 uses the service detailed response to send the specification information of EVSE300 (information related to the physical capabilities and operation mode of the system, etc.) to ECU16. The specification information is equivalent to the device mode information indicating whether the electrical equipment (EVSE) corresponds to the first control mode (planned control mode). Hereinafter, the EVSE300 connected to the vehicle 100 corresponding to the planned control mode will be referred to as "EVSE corresponding", and the non-corresponding will be referred to as "EVSE non-corresponding".

[0060] In the following S13, ECU16 uses the user mode information and the specification information of EVSE300 to select any mode between the planned control mode and the dynamic control mode. Next, ECU16 notifies EVSE300 of the selected control mode using the power supply request in S14. In this embodiment, when the first user setting is satisfied and the EVSE corresponds, ECU16 notifies EVSE300 of the planned control mode in S14. On the other hand, when the second user setting is satisfied or the EVSE does not correspond, ECU16 notifies EVSE300 of the dynamic control mode in S14. However, when EVSE300 does not correspond to the dynamic control mode but corresponds to the planned control mode, ECU16 notifies EVSE300 of the planned control mode even if it is the second user setting.

[0061] In S22, the control device 310 receives a notification (control mode information) from the vehicle 100. In subsequent S15 and S23, the ECU 16 and the control device 310 respectively determine which of the planned control mode and the dynamic control mode is selected. If the planned control mode is selected, the processing proceeds to S16 and S24, respectively. In S16 and S24, the following steps are executed. Figure 4 If the dynamic control mode is selected, the process proceeds to S17 and S25. In S17 and S25, the following steps are executed. Figure 5 In this way, when the control mode is notified in S14, the vehicle 100 and the EVSE 300 execute power transmission in the notified control mode.

[0062] After executing the above-mentioned planned charging control or dynamic charging control, ECU16 and control device 310 respectively determine whether the charging of battery 11 is completed in the following S18 and S26. If charging is not completed ("No" in S18 and S26), the process returns to S13 and S22. On the other hand, if charging is completed ("Yes" in S18 and S26), ECU16 and control device 310 respectively end the communication session in S19 and S27. Figure 3 The shown processing flow ends.

[0063] In this embodiment, the vehicle user can start the application of the portable terminal 200 (user terminal) at any timing (see Figure 2). Therefore, even during the execution of power transmission, the vehicle user can switch between the first user setting and the second user setting. When power transmission is executed in the planned control mode, if the vehicle 100 obtains user mode information that the first user setting is changed to the second user setting from the portable terminal 200, the ECU 16 notifies the EVSE 300 of the dynamic control mode in S14. Thus, the planned charging control is switched to the dynamic charging control. However, if the EVSE 300 does not correspond to the dynamic control mode, the planned control mode is notified in S14, and the planned charging control continues.

[0064] Figure 4 Detailed description of the planned charging control (S16, S24) is given in the flowchart. Figure 4 In S41, the control device 310 obtains cost information related to power transmission. The cost information indicates, for example, the electricity fee for each time period. Next, the ECU 16 and the control device 310 use the scheduling exchange message pair to exchange charging-related information in S31 and S42. The charging-related information sent from the EVSE 300 to the vehicle 100 includes the above-mentioned cost information. In the following S32 and S43, the ECU 16 and the control device 310 respectively determine whether the charging control is in progress. Before the charging control starts, it is determined as "No" in S32 and S43, and the processing enters S33 and S44 respectively. In S33 and S44, the ECU 16 and the control device 310 negotiate the power transmission configuration and correct the power transmission configuration as needed. The power transmission configuration can also represent a charging plan (charging schedule), and more specifically, it represents the change of the charging power value in a predetermined period. For example, the ECU 16 generates a power transmission configuration that suits the mobility needs of the vehicle user. The ECU 16 can also set a power transmission configuration that eliminates the shortage of the storage power as early as possible during the period when the storage power of the battery 11 is insufficient. In addition, the ECU 16 may set the first waiting period or the second waiting period during a period when the amount of electricity stored in the battery 11 is not insufficient, based on the cost information. Figure 2 The same method as S106 is used to evaluate the storage amount of the battery 11. The ECU 16 presents the generated power transmission configuration to the control device 310. If the EVSE 300 can support it, the control device 310 accepts the power transmission configuration presented by the vehicle 100.

[0065] In the subsequent S34 and S45, the ECU 16 and the control device 310 respectively determine whether it is within the communication stop period indicated by the agreed power transmission configuration. For example, the above-mentioned second waiting period is equivalent to the communication stop period. The second waiting period can be set to the power transmission configuration by a request from the vehicle 100. If it is within the communication stop period ("Yes" in S34 and S45), the power transmission between the vehicle 100 and the EVSE 300 is temporarily stopped, and the communication between the two is also stopped. Afterwards, after the communication stop period has passed ("No" in S34 and S45), the communication is started again, and the processing enters S35 and S46.

[0066] In S35, ECU16 determines instructions related to charging control in a manner to charge the battery 11 in accordance with the agreed power transmission configuration, and sends the determined instructions to EVSE300. For example, ECU16 uses a charging cycle request to send target values ​​of charging parameters, etc. to EVSE300. In addition, ECU16 may also send a power supply request with the charging progress set to "ready" to EVSE300 in a manner to stop power transmission during the first waiting period represented by the power transmission configuration. Moreover, in S46, the control device 310 controls the charger 331 in a manner to transmit power according to instructions from ECU16. In addition, the control device 310 uses a charging cycle response to notify ECU16 of the current state of the EVSE, etc. Thereafter, Figure 4 The processing flow shown ends and the processing enters Figure 3 However, while the control mode is not changed and power transmission continues, the execution is repeated. Figure 3 S16, S24 processing ( Figure 4 As described above, in the planned control mode, the EVCC (ECU 16) takes the lead in the power transmission.

[0067] After the charging control of the battery 11 is started through the processing of S35 and S46, it is judged as "yes" in S32 and S43, and the processing enters S36 and S47 respectively. In S36, ECU16 determines whether to change the agreed power transmission configuration. In the case where ECU16 wants to change the power transmission configuration ("yes" in S36), ECU16 requests renegotiation to the control device 310 in S37. In S47, the control device 310 determines whether the request for renegotiation is received. When EVSE300 receives the request for renegotiation from the vehicle 100 ("yes" in S47), the processing enters S33 and S44, and ECU16 and the control device 310 negotiate the power transmission configuration changed by ECU16. On the other hand, when the ECU 16 does not wish to change the power transmission configuration (No in S36 and S47), the process proceeds to S34 and S45. If the communication is not stopped, the battery 11 is charged in accordance with the agreed power transmission configuration in subsequent S35 and S46.

[0068] Figure 5 Detailed description of the dynamic charging control (S17, S25) is given in FIG. Figure 5 In S61, the control device 310 obtains EM information related to energy management (hereinafter referred to as "EM") requested by the EMS500. The EM information, for example, indicates the current power supply and demand status and the power supply and demand status predicted for each time period. Next, the ECU16 and the control device 310 use a scheduling exchange message pair to exchange charging-related information in S51 and S62. The ECU16 uses a scheduling exchange request to provide the scheduled departure time of the vehicle 100 to the EVSE300. The charging-related information sent from the EVSE300 to the vehicle 100 includes the above-mentioned EM information. In the subsequent S63, the control device 310 determines, for example, based on the EM information whether to request a second wait (communication stop). On the other hand, the ECU16 determines in the subsequent S52 whether a request for a second wait is received.

[0069] Before the charging control starts, if it is determined as "No" in S52 and S63, the processing proceeds to S53 and S64 respectively. In S53, the ECU 16 notifies the EVSE 300 of the information related to the charging control. For example, the ECU 16 uses the charging cycle request to send the limit values ​​of the charging parameters on the vehicle side (for example, the upper limit values ​​of the charging voltage, the charging current, and the charging power) to the EVSE 300. In S64, the control device 310 determines the target value (power setting value) of the charging parameter based on the limit value of the charging parameter received from the ECU 16 and the above-mentioned scheduled departure time (S51), and controls the charger 331 in such a way that the charging parameter approaches the determined target value. That is, the charger 331 is controlled according to the instruction determined by the control device 310. The control device 310 can also execute the EM requested from the EMS 500 (for example, to improve the supply and demand balance) through this charging control. The control device 310 can also determine the target value of the charging parameter based on the EM information. In addition, the control device 310 notifies the ECU 16 of the current state of the EVSE and the determined power setting value, etc., using the charge cycle response. Figure 5 The processing flow shown ends and the processing enters Figure 3 However, while the control mode is not changed and power transmission continues, the execution is repeated. Figure 3 S17, S25 processing ( Figure 5 ). In S64, the target value of the charging parameter is repeatedly set. The target value of the current may also be temporarily set to 0A. As described above, in the dynamic control mode, no negotiation is performed, and all control is entrusted to the EVSE 300 (non-vehicle system). In the dynamic control mode, the SECC (control device 310) takes the lead in power transmission.

[0070] After the charging control of the battery 11 is started through the processing of S53 and S64, when the control device 310 wishes to stop the communication with the vehicle 100 ("Yes" in S63), the control device 310 requests the vehicle 100 to perform the second waiting (communication stop) in S65. Thereafter, the control device 310 stops the communication with the vehicle 100 in S66. When the vehicle 100 receives the request for the second waiting from the EVSE 300 ("Yes" in S52), the processing proceeds to S54 and S67. In S54, the ECU 16 determines whether to restart the communication. In S67, the control device 310 determines whether to restart the charging control. During the period when the control device 310 does not wish to restart the charging control ("No" in S54 and S67), S54 and S67 are repeated to maintain the state of charging stop and communication stop. Afterwards, when the control device 310 wishes to restart the charging control (YES in S67), the control device 310 restarts the communication in S68. Therefore, the determination in S54 is YES, the process proceeds to S53 and S64, and the charging control is also restarted.

[0071] As described above, the power transmission method according to this embodiment includes: Figure 2~Figure 5 The vehicle 100 transmits power to the EVSE 300 (electrical equipment). The vehicle 100 transmits power in any of the first control mode and the second control mode (S16, S17). The vehicle 100 obtains user mode information indicating which of the first control mode and the second control mode the user of the vehicle 100 desires (see Figure 2 ). The vehicle 100 uses the user mode information to determine which of the first control mode and the second control mode is to be notified to the EVSE 300 (S13). In such a structure, the vehicle 100 (ECU 16) determines which of the first control mode and the second control mode is to be notified to the EVSE 300 according to the setting (first user setting / second user setting) made by the user of the vehicle 100. As a result, it is easy to perform the power transmission desired by the vehicle user.

[0072] In the planned control mode, the communication between the vehicle 100 and the EVSE 300 may also be stopped during a period when the power transmission is temporarily stopped due to a request from the vehicle 100 ( Figure 4 ). Therefore, power consumption can be suppressed by stopping communication. On the other hand, in the dynamic control mode, unless EVSE 300 requests the vehicle 100 to stop communication, communication between the vehicle 100 and EVSE 300 is maintained during the temporary stop of power transmission ( Figure 5 ). As a result, in the dynamic control mode, the power transmission control (charging control) completely entrusted to the EVSE 300 is smoothly performed.

[0073] In the above embodiment, the first power transmission in which the electric device transmits the electric 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 electric power discharged from the power storage device to the electric device, or the third power transmission in which the electric power is bidirectionally exchanged between the vehicle and the electric device can also be applied. Figure 3~Figure 5 The control shown. In addition, each of the first and second power transmissions may be conductive power transmission (CPT) or wireless power transmission (WPT). The third power transmission is also called "BPT (Bidirectional Power Transfer)".

[0074] Figure 1 The EVSE 300 shown is configured to output DC power to the vehicle 100. However, the configuration of the vehicle and the EVSE is not limited to Figure 1 The structure shown. Figure 6 It is shown Figure 1 FIG. 1 is a diagram showing a modified example of the structure shown. Figure 6 In the power transmission system shown, the charger is mounted on the vehicle instead of the EVSE.

[0075] Reference Figure 6 , the vehicle 100A includes a charger 31 and a detector 32. The charger 31 includes a power conversion circuit (such as an inverter). 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 each of the ECU 16 and the EMS 500. In such a power transmission system, the ECU 16 controls the charger 31 to perform charging control of the battery 11. In the planned control mode, the ECU 16 controls the charger 31 according to the agreed power transmission configuration. In the dynamic control mode, the ECU 16 controls the charger 31 according to the instruction from the control device 310A.

[0076] Figure 1 , Figure 6The vehicles 100 and 100A shown are merely examples of vehicles that transmit power. 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 6 Each structure shown can 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 can also be changed to bidirectional chargers and dischargers. Figure 1 , Figure 6 The EVSE 300 and 300A shown are merely examples of electrical equipment, and any electrical equipment (accessories, equipment, power outlets, appliances, etc.) that supplies electric energy to an EV and communicates with the EV as needed can be used.

[0077] The embodiments disclosed this time should be considered as illustrative in all aspects and not restrictive. The scope of the present invention is indicated by the claims rather than the description of the embodiments above, and includes all modifications within the meaning and scope equivalent to the claims.

Claims

1. A vehicle for transmitting electric power to an electrical device, wherein: The vehicle is configured to perform the power transmission in any one of a first control mode and a second control mode, The first control mode is a control mode in which the power transmission is performed according to an instruction determined by the vehicle. The second control mode is a control mode in which the power transmission is performed according to an instruction determined by the electrical device. The vehicle is configured to obtain user mode information indicating which of the first control mode and the second control mode a user of the vehicle desires, The vehicle determines which of the first control mode and the second control mode is to be notified to the electrical device using the user pattern information.

2. The vehicle according to claim 1, wherein: The vehicle is further configured to obtain device mode information indicating whether the electrical device corresponds to the first control mode. The vehicle notifies the electric device of the first control mode when the user mode information indicates that the user desires the first control mode and the device mode information indicates that the electric device corresponds to the first control mode.

3. The vehicle according to claim 2, wherein: When the vehicle executes the power transmission in the first control mode, if the vehicle acquires the user mode information changed to indicate that the user desires the second control mode, the vehicle notifies the electric device of the second control mode.

4. A system comprising the vehicle according to any one of claims 1 to 3 and the electrical device, wherein: After the vehicle notifies the electrical device of any one of the first control mode and the second control mode, the vehicle and the electrical device perform the power transmission in the notified first control mode or the second control mode. In the first control mode, in response to a request from the vehicle, communication between the vehicle and the electrical device may be stopped during a period in which the power transmission is temporarily stopped. In the second control mode, unless the electric device requests the vehicle to stop communication, communication between the vehicle and the electric device is maintained even during the period when the power transmission is temporarily stopped.

5. The system according to claim 4, wherein: The system further includes a user terminal operated by the user, The user terminal is configured to receive an input indicating which of the first control mode and the second control mode the user desires, The user terminal is configured to transmit the user pattern information corresponding to the input from the user to the vehicle.

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