Vehicle control device and vehicle control method

Abstract

The invention relates to a vehicle control apparatus and a vehicle control method. The processor (1) uses the EVSE (power station) used in the last charging (power transmission) (after the end of the last charging (power transmission) based on GB / T2015 (first standard) (second case) according to the reception of the CHM signal (trigger signal) (second case). The charging is executed on the basis of GB / T2015 in each of a case (third case) in which the EVSE used in the previous charging is used in the charging after the execution of the previous charging based on GB / T2015 + (second standard) fails.

Description

Technical Field

[0001] The present disclosure relates to a vehicle control device and a vehicle control method. Background Art

[0002] International Publication No. 2018-069192 discloses an electric vehicle that selects one of a first communication stack and a second communication stack according to a charging system used. The first communication stack and the second communication stack correspond to different charging standards. Summary of the invention

[0003] In the conventional charging system described in the above-mentioned International Publication No. 2018-069192, after the last charging (power transmission) using the first communication stack failed due to, for example, the standard that the charging station can support, sometimes the first communication stack is used again to start charging. In this case, it is considered that the possibility of charging failure is high, just like the last charging. As described above, the current charging is started based on the communication stack (charging standard) with a high possibility of failure, and accordingly, the time spent on this charging becomes extra (wastefully) longer.

[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 control device and a vehicle control method capable of quickly starting power transmission using an appropriate standard between a first standard and a second standard.

[0005] The vehicle control device of the first aspect of the present disclosure is a vehicle control device for controlling a vehicle that can correspond to power transmission including at least one of charging and discharging, and the vehicle control device includes: a processor that controls power transmission between the vehicle and a power station; and a communication unit that communicates with the power station. When the connector of the power station is connected to the vehicle, if the communication unit receives a trigger signal indicating that the power station corresponds to power transmission based on a first standard, the processor executes power transmission based on the first standard, and when the connector is connected to the vehicle, if the communication unit does not receive a trigger signal, the processor executes power transmission based on a second standard different from the first standard. In at least one of the following cases, the processor performs the current power transmission based on the first standard: in the first case, in the current power transmission after the last power transmission based on the first standard corresponding to the reception of a trigger signal is completed, the power station used in the last power transmission is used; in the second case, in the current power transmission after the execution of the last power transmission based on the first standard corresponding to the reception of a trigger signal fails, the power station used in the last power transmission is used; and in the third case, in the current power transmission after the execution of the last power transmission based on the second standard fails, the power station used in the last power transmission is used.

[0006] Regarding the vehicle control device of the first aspect of the present disclosure, as described above, the processor performs the next power transmission based on the first standard in at least one of the above-mentioned first case, the above-mentioned second case, and the above-mentioned third case. Thus, in each of the first case and the second case where it is known that the power station corresponds to the first standard in the last power transmission, it is possible to perform power transmission based on the first standard in this power transmission. In addition, in the third case where it is known that the power station does not correspond to the second standard in the last power transmission, it is possible to perform power transmission based on the first standard in this power transmission. As a result, in this power transmission, power transmission can be smoothly started (executed) based on the first standard. Therefore, power transmission can be quickly started using an appropriate standard between the first standard and the second standard.

[0007] In the vehicle control device of the first aspect, preferably, the processor determines whether the vehicle has traveled during the period from the end of the last power transmission to the start of the current power transmission in at least one of the first, second, and third cases, and when it is determined that the vehicle has not traveled during the period, the current power transmission is performed based on the first standard. Here, when the vehicle has not traveled during the above period, it is highly likely that the power station used in the previous power transmission and the power station used in the current power transmission are the same. Therefore, when it is determined that the vehicle has not traveled during the above period, the current power transmission is performed based on the first standard, thereby making it easy to perform power transmission based on an appropriate standard in the current power transmission.

[0008] In this case, the processor preferably determines whether the vehicle has traveled during the period based on at least one of the vehicle's travel history, the vehicle's startup history, the change in the vehicle's location information, and the change in the connection state between the vehicle and the connector during the period. If configured in this way, it is possible to easily determine whether the vehicle has traveled based on at least one of the vehicle's travel history, the vehicle's startup history, the change in the vehicle's location information, and the change in the connection state between the vehicle and the connector.

[0009] The vehicle control method of the second aspect of the present disclosure is a vehicle control method in a vehicle that can correspond to power transmission including at least one of charging and discharging, and the vehicle control method includes a communication process for communicating with a power station. In addition, the vehicle control method includes at least one of a first standard process and a second standard process: the first standard process performs power transmission based on the first standard when the vehicle receives a trigger signal indicating that the power station corresponds to power transmission based on the first standard in the communication process when the connector of the power station is connected to the vehicle, and the second standard process performs power transmission based on a second standard different from the first standard when the vehicle does not receive the trigger signal in the communication process when the connector is connected to the vehicle. The first standard process includes a process of performing this power transmission based on the first standard in at least one of the following cases: in this power transmission after the last power transmission based on the first standard corresponding to the reception of the trigger signal is completed, the power station used in the last power transmission is used, and in this power transmission after the last power transmission based on the first standard corresponding to the reception of the trigger signal fails, the power station used in the last power transmission is used. The second standard procedure includes a procedure of performing the current power transmission based on the first standard when the power station used in the previous power transmission is used in the current power transmission after the previous power transmission based on the second standard failed.

[0010] In the vehicle control method of the second aspect of the present disclosure, as described above, in at least one of the first case, the second case, and the third case, the current power transmission is performed based on the first standard. Thus, a vehicle control method can be provided that can quickly start power transmission using an appropriate standard between the first standard and the second standard.

[0011] According to the present disclosure, it is possible to quickly start power transmission using an appropriate standard between the first standard and the second standard. 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 is a diagram showing the structure of a charging system according to an embodiment;

[0014] Figure 2 FIG. 1 is a diagram showing a timing control of a charging system according to an embodiment;

[0015] Figure 3 It is shown Figure 2 A flowchart showing the processing details of step S11;

[0016] Figure 4 FIG. 2 is a second diagram showing the timing control of the charging system according to one embodiment. DETAILED DESCRIPTION

[0017] Hereinafter, 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 given the same reference numerals, and their description will not be repeated.

[0018] <Charging system configuration>

[0019] Figure 1 1 is a diagram showing a configuration of a charging system 300 according to the present embodiment. The charging system 300 includes an electric vehicle 100 and an EVSE (Electric Vehicle Supply Equipment) 200. The electric vehicle 100 and the EVSE 200 are examples of a “vehicle” and a “power station”, respectively, in the present disclosure.

[0020] Electric vehicle 100 includes, for example, a PHEV (Plug-in Hybrid Electric Vehicle), a BEV (Battery Electric Vehicle), or a FCEV (Fuel Cell Electric Vehicle).

[0021] EVSE 200 means a vehicle power supply device (e.g., a rapid charging device). The electric vehicle 100 is configured to be electrically connectable to the EVSE 200. The EVSE 200 includes a charging cable 202 on which a charging connector 201 is installed. The charging connector 201 is connected to a socket (not shown) of the electric vehicle 100, thereby supplying power from the EVSE 200 to the electric vehicle 100 (charging). In addition, charging is an example of "power transmission" in the present disclosure. In addition, the charging connector 201 is an example of a "connector" in the present disclosure.

[0022] The electric vehicle 100 includes an ECU (Electric Control Unit) 10, a battery pack 20, a GPS (Global Positioning System) module 30, and a DCM (Data Communication Module) 40. The ECU 10 is an example of a “vehicle control device” in the present disclosure.

[0023] The battery pack 20 stores electric power used for traveling of the electric vehicle 100. The amount of electric power stored in the battery pack 20 can be increased by charging from the EVSE 200.

[0024] The GPS module 30 receives GPS signals transmitted from three or more (preferably four or more) satellites above the electric vehicle 100, and locates the position of the electric vehicle 100 (the vehicle). The position information of the electric vehicle 100 located by the GPS module 30 is transmitted to the ECU 10 (the communication unit 3 described later) through CAN communication or the like. In addition, the GPS module 30 may also be built into a car navigation device or the like (not shown).

[0025] The DCM 40 is configured to be able to access an external communication server, the Internet, etc. Thus, the electric vehicle 100 can obtain various information from outside the vehicle through the DCM 40 .

[0026] The ECU 10 transmits and receives information to and from the battery pack 20, the GPS module 30, the DCM 40, and the like by CAN communication or the like through the communication unit 3 described later. The ECU 10 is configured to control each of the above-mentioned devices.

[0027] The ECU 10 includes a processor 1, a memory 2, and a communication unit 3. In the memory 2, in addition to the program executed by the processor 1, information (for example, maps, formulas, and various parameters) used in the program is stored.

[0028] The communication unit 3 transmits and receives information to and from the EVSE 200 (a communication unit 230 described later) via the charging cable 202 in a state where the charging connector 201 is connected to the electric vehicle 100 .

[0029] EVSE 200 includes a processor 210, a memory 220, and a communication unit 230. In the memory 220, in addition to the program executed by the processor 210, information (for example, mapping, formulas, and various parameters) used in the program is stored.

[0030] The charging between the electric vehicle 100 and the EVSE 200 is performed based on any one of the charging standards of GB / T27930_2015 (hereinafter referred to as GB / T2015) and GB / T27930_2015+ (hereinafter referred to as GB / T2015+), which is a newer charging standard than GB / T2015. In addition, GB / T2015 and GB / T2015+ are examples of the "first standard" and "second standard" of the present disclosure, respectively.

[0031] In this embodiment, the electric vehicle 100 may correspond to both GB / T2015 and GB / T2015+. The EVSE 200 may correspond to at least one of GB / T2015 and GB / T2015+.

[0032] The EVSE 200 corresponding only to GB / T2015 transmits a CHM signal (handshake message on the station side) to the electric vehicle 100 when communication with the electric vehicle 100 starts. The electric vehicle 100 that receives the CHM signal transmits a BHM signal (handshake message on the vehicle side) to the EVSE 200. If the EVSE 200 does not receive the BHM signal within a specified time after transmitting the CHM signal, it notifies the electric vehicle 100 of an abnormality. In this case, charging between the electric vehicle 100 and the EVSE 200 is terminated. In addition, the CHM signal is an example of a “trigger signal” of the present disclosure.

[0033] The EVSE 200 corresponding to GB / T2015+ starts charging without transmitting the above-mentioned CHM signal to the electric vehicle 100. In addition, the EVSE 200 corresponding to both GB / T2015+ and GB / T2015 operates based on GB / T2015+ when communication starts.

[0034] Here, in the conventional charging system, after the last charging failed, for example, because the EVSE does not support GB / T2015+, sometimes the charging based on GB / T2015+ is started again. In this case, it is considered that the possibility of charging failure is high, just like the last charging. As described above, the current charging is started based on the charging standard with a high possibility of failure, and accordingly the time taken for the current charging is extra (wastefully) longer.

[0035] Therefore, in this embodiment, when the ECU 10 (processor 1) of the electric vehicle 100 determines that the EVSE 200 can use the charging standard (not compatible charging standard) based on the previous charging result, it executes (starts) charging based on the above compatible charging standard in this charging. As a result, it is possible to suppress the execution (start) of charging based on the not compatible charging standard in this charging. Figure 2 and Figure 3 The timing diagram of

[0036] <Vehicle Control Method>

[0037] Figure 2 to Figure 4 1 and 2 are diagrams showing a timing control between the electric vehicle 100 and the EVSE 200. With reference to these diagrams, a method for controlling the electric vehicle 100 (vehicle control method) during charging by the ECU 10 will be described.

[0038] In step S1, for example, the user of the electric vehicle 100 connects the charging connector 201 (see Figure 1 ) is connected to the electric vehicle 100, whereby the electric vehicle 100 detects the connector connection. Thus, the electric vehicle 100 notifies the EVSE 200 that the connector connection has been made.

[0039] In step S2 , charging (communication) is started between the electric vehicle 100 and the EVSE 200 .

[0040] In step S3A, the ECU 10 determines whether a CHM signal is received from the EVSE 200. Specifically, the ECU 10 determines whether a CHM signal is received within a predetermined time after the start of communication with the EVSE 200. If the CHM signal is received within the predetermined time ("Yes" in S3A), the process proceeds to step S4. If the CHM signal is not received within the predetermined time ("No" in S3A), the process proceeds to step S5.

[0041] If EVSE 200 transmits a CHM signal to electric vehicle 100 (YES in S3B), the process proceeds to step S6B. If EVSE 200 does not transmit a CHM signal to electric vehicle 100 (NO in S3B), the process proceeds to sequence A.

[0042] In step S4, the ECU 10 starts operating to perform charging in accordance with GB / T 2015. Then, the process proceeds to step S6.

[0043] In step S5, the ECU 10 starts operating in a manner to perform charging in accordance with GB / T2015+. Then, the process proceeds to Figure 4 Timing A shown.

[0044] In step 6A, the ECU 10 (processor 1) determines whether an abnormality notification is received from the EVSE 200 via the communication unit 3. The abnormality notification is, for example, a notification sent to the electric vehicle 100 when the EVSE 200 does not receive a BHM signal from the electric vehicle 100 within a predetermined time after sending a CHM signal to the electric vehicle 100. When the abnormality notification is received ("Yes" in S6A), the process proceeds to step S7. When the abnormality notification is not received ("No" in S6A), the process proceeds to step S8.

[0045] If EVSE 200 transmits an abnormality notification to electric vehicle 100 (YES in S6B), the process proceeds to step S7. If EVSE 200 does not transmit an abnormality notification to electric vehicle 100 (NO in S6B), the process proceeds to step S8.

[0046] In step S7, the ECU 10 (and the EVSE 200) operates to terminate the charging (communication) based on GB / T2015. Then, the process proceeds to step S9. The termination of the charging (communication) in step S7 is an example of "failure to perform the last power transmission based on the first standard" in the present disclosure. In addition, the charging from step S2 to step S7 is an example of "last power transmission" in the present disclosure.

[0047] In step S8 , the ECU 10 (and the EVSE 200 ) operates in a manner to continue charging in accordance with GB / T 2015. Then, the process continues until charging is completed, and ends after charging is completed.

[0048] In step S9, the process related to the connector connection is executed similarly to step S1. The details are as described above.

[0049] In step S10, it is assumed that the EVSE 200 used in the previous charging (S1 to S7) starts charging (communication) of the electric vehicle 100. The charging after step S10 is an example of "current power transmission" in the present disclosure.

[0050] In step S11, the ECU 10 determines whether the same EVSE 200 as the last charging is used based on the driving history of the electric vehicle 100, etc. Specifically, the EVSE 200 determines whether the electric vehicle 100 has been driven during the period from the end of the last charging to the start of the current charging based on at least one of the driving history of the electric vehicle 100, the startup history of the electric vehicle 100 (whether the Ready-ON history has been executed), the change of the position information of the electric vehicle 100, and the change of the connection state between the electric vehicle 100 and the charging connector 201. If the ECU 10 determines that the electric vehicle 100 has not been driven during the above period, it determines that the same EVSE 200 as the last time is used. The following describes a method for determining whether the electric vehicle 100 has been driven based on the above-mentioned various information.

[0051] Specifically, the processor 1 refers to the driving history of the electric vehicle 100 stored in the memory 2 or the like. When the driving history corresponding to the above period is not stored in the memory 2, the processor 1 determines that the electric vehicle 100 has not driven during the above period. In addition, the processor 1 may obtain the driving history stored in the external server through the communication unit 3 and the DCM 40.

[0052] The processor 1 refers to the startup history of the electric vehicle 100 (the history of whether Ready-ON has been executed) stored in the memory 2 or the like. If the startup history corresponding to the above period is not stored in the memory 2, the processor 1 determines that the electric vehicle 100 has not traveled during the above period. In addition, the processor 1 may obtain the startup history stored in the external server through the communication unit 3 and the DCM 40.

[0053] The processor 1 refers to the position information of the electric vehicle 100 stored in the memory 2 or the like. The position information of the electric vehicle 100 located by the GPS module 30 is stored in the memory 2 in each predetermined period. When the position information of the electric vehicle 100 at the end of the previous charging is the same as the position information of the electric vehicle 100 at the start of this charging, the processor 1 determines that the electric vehicle 100 has not traveled during the above period.

[0054] When the electric vehicle 100 does not enter the sleep state during the above period and the connection of the charging connector 201 is maintained, the processor 1 determines that the electric vehicle 100 is not traveling during the above period.

[0055] Figure 3 is a diagram showing the detailed flow of step S11. Step S11 includes steps S11a to S11c. In step S11a, the ECU 10 determines whether the electric vehicle 100 is not running during the above period by the above method. When the electric vehicle 100 is not running ("Yes" in S11a), the process proceeds to step S11b. When the electric vehicle 100 is running ("No" in S11a), the process proceeds to step S11c.

[0056] In step S11b, the ECU 10 determines that the EVSE 200 used in the current charging is the same as the EVSE 200 used in the previous charging. Then, the process proceeds to step S12.

[0057] In step S11c, the ECU 10 determines that the EVSE 200 used in the current charging is different from the EVSE 200 used in the previous charging. Then, the process proceeds to step S12.

[0058] Refer again Figure 2 In step S12, the ECU 10 determines whether the EVSE 200 used in this charging is the same as the EVSE 200 used in the previous charging. If they are the same ("Yes" in S12), the process proceeds to step S13. If they are different ("No" in S12), the process proceeds to step S14. In addition, the case where the determination in step S12 is "Yes" is an example of the "second case" of the present disclosure.

[0059] In step S13, the ECU 10 operates in a manner of performing charging based on GB / T 2015. At this time, the ECU 10 (processor 1) may prepare to reply with a BHM signal before the CHM signal is sent from the EVSE 200. Then, the process continues until charging is completed and ends after charging is completed.

[0060] In step S14, the ECU 10 operates in a manner to perform charging in accordance with GB / T2015+. Then, the process continues until charging is completed, and ends after charging is completed.

[0061] Next, refer to Figure 4 In step S21A, ECU 10 determines whether normal charging is possible based on GB / T2015+. For example, ECU 10 uses a current sensor to determine whether the charging current, etc. are output normally (for example, within a threshold range). When the charging current is output normally, ECU 10 determines that normal charging is possible based on GB / T2015+. In addition, when the charging current is not output normally, ECU 10 determines that normal charging is not possible based on GB / T2015+. When normal charging is possible ("Yes" in S21A), the process proceeds to step S22. When normal charging is not possible ("No" in S21A), the process proceeds to step S23.

[0062] If normal charging is possible based on GB / T2015+ ("Yes" in S21B), the process proceeds to step S22. If normal charging is not possible based on GB / T2015+ ("No" in S21B), the process proceeds to step S23.

[0063] In addition, the case where normal charging cannot be performed refers to, for example, a case where the EVSE 200 does not support GB / T2015+ (there is no compatibility between the charging standard that the EVSE 200 supports and GB / T2015+). In addition, the case where normal charging cannot be performed may also refer to a case where the EVSE 200 supports GB / T2015+, but charging based on GB / T2015+ cannot be performed for some reason.

[0064] In step S22, the ECU 10 operates in a manner to continue charging in accordance with GB / T2015+. Then, the process continues until charging is completed, and ends after charging is completed.

[0065] In step S23, the ECU 10 (and the EVSE 200) operates to terminate the charging (communication) based on GB / T2015+. In addition, the termination of the charging (communication) in step S23 is an example of "failure to perform the last power transmission based on the second standard" in the present disclosure. Then, the process proceeds to step S24. In addition, the charging up to steps S1 to 23 is an example of "last power transmission" in the present disclosure.

[0066] In step S24, the process related to the connector connection is executed similarly to step S1. The details are as described above.

[0067] In step S25, it is assumed that the charging (communication) of the electric vehicle 100 is started using the EVSE 200 used in the previous charging (S1 to S23). Note that the charging after step S24 is an example of "this power transmission" in the present disclosure.

[0068] In step S26, the ECU 10 performs the same operation as in step S11 (see Figure 2 The details are as described in the above step S11, so they will not be repeated.

[0069] In step S27, the same as step S12 (see Figure 2 ) are the same, the ECU 10 determines whether the EVSE 200 used in this charging is the same as the EVSE 200 used in the previous charging. If they are the same ("Yes" in S27), the process proceeds to step S28. If they are not the same ("No" in S27), the process proceeds to step S29. In addition, the case where the determination of step S27 is "Yes" is an example of the "third case" of the present disclosure.

[0070] In step S28, the same as step S13 (see Figure 2 ) is the same as that of the ECU 10, and the ECU 10 operates in a manner of performing charging based on GB / T2015. At this time, the ECU 10 (processor 1) can prepare in advance for replying the BHM signal before the CHM signal is sent from the EVSE 200. Then, the process proceeds to step S30.

[0071] In step S29, the ECU 10 operates in a manner to perform charging in accordance with GB / T2015+. Then, the process continues until charging is completed, and ends after charging is completed.

[0072] In step S30, ECU 10 determines whether normal charging is possible based on GB / T2015. For example, ECU 10 uses a current sensor or the like to determine whether the charging current or the like is output normally (for example, within a threshold range). When the charging current is output normally, ECU 10 determines that normal charging is possible based on GB / T2015. In addition, when the charging current is not output normally, ECU 10 determines that normal charging is not possible based on GB / T2015. When normal charging is possible ("Yes" in S30), the process proceeds to step S31. When normal charging is not possible ("No" in S30), the process proceeds to step S32.

[0073] In addition, the case where normal charging cannot be performed refers to, for example, a case where the EVSE 200 does not correspond to GB / T2015 (there is no compatibility between the charging standard that the EVSE 200 can correspond to and GB / T2015). In addition, the case where normal charging cannot be performed may also refer to a case where the EVSE 200 corresponds to GB / T2015, but charging based on GB / T2015 cannot be performed for some reason.

[0074] In step S31, the ECU 10 operates in a manner to continue charging in accordance with GB / T 2015. Then, the process continues until charging is completed, and ends after charging is completed.

[0075] In step S32, the ECU 10 determines to perform charging in accordance with GB / T2015+ in the next charging in the EVSE 200. Then, the process ends.

[0076] As described above, in this embodiment, when the EVSE 200 used in the previous charging is used in the current charging after the previous charging based on GB / T2015 is completed (after abnormal completion) in response to the reception of the CHM signal, the processor 1 performs the current charging based on GB / T2015. The EVSE 200 corresponding to the charging based on GB / T2015 can be used to suppress the current charging based on GB / T2015+.

[0077] In addition, when the EVSE 200 used in the previous charging is used in the current charging after the previous charging based on GB / T2015+ fails, the processor 1 performs the current charging based on GB / T2015. Thus, it is possible to suppress the current charging based on GB / T2015+ when the previous charging failed because the EVSE 200 does not support GB / T2015+. In addition, it is possible to suppress the current charging based on GB / T2015+ when the EVSE 200 supports GB / T2015+ and the previous charging failed for some reason.

[0078] This can prevent the current charging from being stopped (failed) due to charging based on a charging standard that does not correspond to the EVSE 200. In addition, it can prevent the current charging from being performed based on GB / T2015+, which actually resulted in failure in the previous charging. As a result, the current charging can be started smoothly, so the charging can be performed (started) quickly.

[0079] In the above embodiment, an example of charging the electric vehicle 100 from the EVSE 200 is shown, but the present disclosure is not limited thereto. Discharging from the electric vehicle 100 to the EVSE 200 may also be performed. In this case, discharging is an example of "power transmission" in the present disclosure.

[0080] In the above embodiment, an example is shown in which charging is controlled based on whether the same EVSE 200 as the last used is used in the current charging after the last charging is completed based on the abnormality notification from the EVSE 200, but the present disclosure is not limited to this. In the current charging after the last charging in which charging is completed normally, the charging control as described above may also be performed. This case corresponds to the "first case" of the present disclosure. In addition, it is also possible to perform Figure 2 The timing shown (corresponding to the "second case" of the present disclosure), Figure 4 One, two or three (all) of the timing sequence shown (the "third case" of the present disclosure) and the above-mentioned case (the "first case" of the present disclosure).

[0081] In the above embodiment, when it is determined that the electric vehicle 100 has not traveled from the end of the previous charging to the start of the current charging, it is determined that the same EVSE 200 is used in the previous charging and the current charging, but the present disclosure is not limited to this. For example, when the identification information of the EVSE 200 received from the EVSE 200 at the time of the previous charging is consistent with the identification information of the EVSE 200 received from the EVSE 200 at the time of the current charging, it is determined that the same EVSE 200 is used in the previous charging and the current charging.

[0082] In the above embodiment, GB / T2015 and GB / T2015+ are used as examples of charging standards, but the present disclosure is not limited thereto. A charging standard different from the above may also be used.

[0083] In addition, the control of the above-described embodiment and the above-described various modified examples may be performed in combination with each other.

[0084] The embodiments disclosed this time should be considered as illustrative in all aspects and not restrictive. The scope of the present disclosure is indicated by the claims rather than the description of the embodiments above, and is intended to include all modifications within the meaning and scope equivalent to the claims.

Claims

1. A vehicle control device for controlling a vehicle that can handle power transmission including at least one of charging and discharging, the vehicle control device comprising: a processor to control the power transmission between the vehicle and the power station; as well as a communication unit, communicating with the power station, When the connector of the power station is connected to the vehicle, when the communication unit receives a trigger signal indicating that the power station supports the power transmission based on the first standard, the processor executes the power transmission based on the first standard. When the connector is connected to the vehicle, if the communication unit does not receive the trigger signal, the processor executes the power transmission based on a second standard different from the first standard. In at least one of the following situations, the processor performs the power transmission based on the first standard: In a first case, in the current power transmission after the previous power transmission based on the first standard is completed in response to the reception of the trigger signal, the power station used in the previous power transmission is used; In a second case, in the current power transmission after the previous power transmission based on the first standard failed in response to the reception of the trigger signal, the power station used in the previous power transmission is used; as well as In a third aspect, in the current power transmission after the previous power transmission based on the second standard has failed, the power station used in the previous power transmission is used.

2. The vehicle control device according to claim 1, In at least one of the first case, the second case, and the third case, the processor determining whether the vehicle has traveled during a period from when the power transmission was last completed to when the power transmission is started this time, When it is determined that the vehicle has not been traveling during the period, the current power transmission is performed based on the first standard.

3. The vehicle control device according to claim 2, The processor determines whether the vehicle has traveled during the period based on at least one of the vehicle's travel history, the vehicle's startup history, changes in the vehicle's location information, and changes in the connection state between the vehicle and the connector during the period.

4. A vehicle control method, in a vehicle that can handle power transmission including at least one of charging and discharging, the vehicle control method comprising: A communication process, communicating with the power station; and at least one of a first standard process and a second standard process, wherein the first standard process performs the power transmission based on the first standard when the vehicle receives a trigger signal indicating that the power station corresponds to the power transmission based on the first standard in the communication process when the connector of the power station is connected to the vehicle, and the second standard process performs the power transmission based on a second standard different from the first standard when the vehicle does not receive the trigger signal in the communication process when the connector is connected to the vehicle, The first standard process includes a process of performing the power transmission based on the first standard in at least one of the following situations: a case where the power station used in the previous power transmission is used in the current power transmission after the previous power transmission based on the first standard corresponding to the reception of the trigger signal is completed, and a case where the power station used in the previous power transmission is used in the current power transmission after the previous power transmission based on the first standard corresponding to the reception of the trigger signal fails, The second standard procedure includes the step of performing the power transmission based on the first standard when the power station used in the previous power transmission is used in the current power transmission after the previous power transmission based on the second standard fails.

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