Vehicle

Abstract

The invention relates to a vehicle. When the charging connector is connected to the socket, the charging control ECU puts the connector into a locked state by means of the locking device. When the lock release mechanism is operated to cause the lock device to be in an unlocked state, the charge control ECU sets the flag to 1. In the failure detection process, if the flag is set to 1, the charge control ECU outputs an unlock command after outputting a lock command. Furthermore, when the lock device is in the unlocked state, it is diagnosed that there is no failure, and when the lock device is not in the unlocked state, it is diagnosed that there is an unlocking failure.

Description

Technical Field

[0001] This disclosure pertains to vehicles. Background Technology

[0002] Japanese Patent Application Publication No. 2021-150980 discloses a vehicle charging device for determining the fault of a locking actuator that locks a power-side connector (charging connector) connected to a vehicle's charging port (socket). When the vehicle speed is above a specified speed, the charging control device of Japanese Patent Application Publication No. 2021-150980 performs a malfunction check on the locking actuator. During the malfunction check, an actuation command to the locking pin is sent to the locking actuator, and a fault in the locking actuator is determined based on whether the position of the locking pin, detected by a position detection sensor, is at the position specified in the actuation command.

[0003] In Japanese Patent Application Publication No. 2021-150980, the control device outputs locking and unlocking commands to the locking actuator. Furthermore, after both the locking and unlocking commands, a fault in the locking actuator is determined based on the position of the locking pin. Therefore, if an unlocking command is not output due to some abnormality, it is impossible to determine if the locking actuator is faulty. Summary of the Invention

[0004] The purpose of this disclosure is to enable the diagnosis of unlocking failures even without outputting an unlocking command.

[0005] The vehicle disclosed herein possesses:

[0006] The connector allows for connection to a charging connector.

[0007] A locking device that switches between a locked state and an unlocked state. The locked state prevents the charging connector from being removed from the socket, while the unlocked state allows the charging connector to be removed from the socket.

[0008] Control device.

[0009] The locking device includes an actuator and a locking release mechanism.

[0010] The actuator operates by switching from an unlocked state to a locked state according to a locking command from the control device, and switching from a locked state to an unlocked state according to an unlocking command from the control device.

[0011] The locking release mechanism switches from the locked state to the unlocked state regardless of the actuator's operation.

[0012] When the locking release mechanism is operated and the control device detects a switch from the locked state to the unlocked state, and the charging connector is unplugged from the socket, the control device outputs an unlock command after outputting a locking command. If the locking device is not in the unlocked state after the unlock command is output, an unlocking fault is diagnosed.

[0013] According to this structure, the actuator receives a locking command from the control device and switches the locking device from an unlocked state to a locked state. The actuator also receives an unlocking command from the control device and switches the locking device from a locked state to an unlocked state. If the locking release mechanism is activated, the locking device switches from a locked state to an unlocked state regardless of the actuator's operation. If the control device detects a switch from a locked state to an unlocked state via the locking release mechanism, it outputs an unlocking command after outputting the locking command, while the charging connector is unplugged from the socket. If, after the output of this unlocking command, the locking device is not in an unlocked state, the control device diagnoses an unlocking failure.

[0014] The switching from the locked state to the unlocked state based on the locking release mechanism is highly likely to occur if the control device does not output an unlock command and thus does not become unlocked. Alternatively, it is highly likely to occur if the actuator does not actuate from the locked state to the unlocked state and thus does not become unlocked. If the locking release mechanism is operated and a switch from the locked state to the unlocked state is detected, the control device outputs an unlock command after outputting a locking command, while the charging connector is unplugged from the socket. After this unlock command, the locking device is in the locked state if it is not in the unlocked state. Therefore, faults such as the control device not outputting an unlock command or the actuator not actuating from the locked state to the unlocked state can be diagnosed. Thus, unlocking faults can be diagnosed even when no unlock command is output.

[0015] Preferably, the locking device may include a locking pin driven by an actuator, and the control device detects the locked and unlocked states based on the position of the locking pin.

[0016] Based on this structure, the locked and unlocked states can be detected relatively easily by detecting the position of the locking pin.

[0017] Preferably, the control device can detect the switch from the locked state to the unlocked state by the operation of the lock release mechanism when the position of the locking pin changes from the locked state to the unlocked state, even when no unlocking command is output.

[0018] If the locking release mechanism is operated to switch from the locked state to the unlocked state, the position of the locking pin will change from the locked state to the unlocked state even if no unlocking command is output from the control device. Based on this structure, the control device can detect the switch from the locked state to the unlocked state via the operation of the locking release mechanism.

[0019] Preferably, the control device can diagnose unlocking faults while the vehicle is in motion.

[0020] The charging connector was unplugged from the socket while the vehicle was in motion. This design allows for more reliable diagnosis of unlocking faults even when the charging connector is unplugged.

[0021] Preferably, the control device may issue a notification when an unlocking fault is diagnosed.

[0022] Based on this structure, users can be aware of unlocking failures.

[0023] According to this disclosure, unlocking failures can be diagnosed even without outputting an unlocking command. Attached Figure Description

[0024] Hereinafter, the features, advantages, technical and industrial importance of exemplary embodiments of the present invention will be described with reference to the accompanying drawings, in which the same reference numerals denote the same constituent elements, wherein:

[0025] Figure 1 This is a schematic diagram illustrating the configuration of the vehicle according to this embodiment;

[0026] Figure 2 This is an example diagram illustrating the appearance of a charging connector.

[0027] Figure 3 This is a diagram illustrating the structure of the locking device.

[0028] Figure 4 This is a flowchart illustrating an example of a temporary anomaly detection process performed by the charging control ECU.

[0029] Figure 5 This is a flowchart illustrating an example of a fault detection process performed by the charging control ECU. Detailed Implementation

[0030] The embodiments of this disclosure will be described in detail with reference to the accompanying drawings. In the drawings, the same or equivalent parts are labeled with the same reference numerals and their descriptions are not repeated.

[0031] Figure 1 This diagram illustrates the schematic configuration of vehicle 1 according to this embodiment. Vehicle 1 includes a battery 10, a control device 100, a connector 120, a charging circuit 130, and an HMI (Human Machine Interface) device 150. Vehicle 1 is configured to be an electric vehicle (xEV) capable of operating using electricity stored in the battery 10. For example, vehicle 1 may be a BEV (Battery Electric Vehicle). The battery 10 is a known secondary battery for vehicles, such as a lithium-ion battery.

[0032] The charging port 120 includes a charging cover 121 and a charging port 123. The charging cover 121 is configured to be openable and closable by the user, covering the charging port 123 when closed and exposing the charging port 123 when open. When charging the battery 10, with the charging cover 121 open, the charging connector 25 connects to the charging port 123. The charging circuit 130 uses power supplied from outside the vehicle to the charging port 123 to charge the battery 10.

[0033] The control device 100 includes a charging control ECU 101 and an intelligent ECU 102. The charging control ECU 101 includes a CPU (Central Processing Unit) 111 and a memory 112. Similarly, the intelligent ECU 102 also includes a CPU and a memory.

[0034] The charging equipment (EVSE: Electric Vehicle Supply Equipment) 20 charges the battery 10 with power supplied from an external power source PG (e.g., an electrical system). The EVSE 20 includes a circuit section 21 and a control section 22. The EVSE 20 also includes a charging cable 24 extending outward from the main body of the EVSE 20. The control section 22 includes a CPU and a memory, and controls the circuit section 21. The circuit section 21 includes, for example, a power conversion circuit, including circuitry for charging the battery 10 with power supplied from the external power source PG. A charging connector (plug) 25 is provided at the front end of the charging cable 24, which can be attached to and detached from the charging port 123 of the socket 120. By connecting the charging connector 25 to the socket 120 (charging port 123) of the vehicle 1, charging from the EVSE 20 to the vehicle 1 (battery 10) is possible.

[0035] Figure 2 This is a diagram illustrating an example of the appearance of the charging connector 25. The charging connector 25 has connector terminals formed on the end face P1 of the main body 250, and the end face P1 is connected to the charging port 123 of the socket 120. The end face P1 has connector terminals. The connector terminals provided on the end face P1 include terminal L1, terminal L2, terminal PE, terminal PP, and terminal CP. The charging port 123 of the socket 120 has the same socket terminals as the connector terminals provided on the end face P1. Terminals L1 and L2 are terminals to which power is supplied. For example, in the case of alternating current (AC) power, terminals L1 and L2 can be hot terminals and cold terminals. In the case of direct current (DC) power, terminals L1 and L2 can be positive terminals and negative terminals. Terminal PE is a ground (GND) terminal.

[0036] Terminal PP is used for proximity detection (hereinafter also referred to as "PISW") to detect the state (connected state / engaged state / unengaged state) of the charging connector 25 and the socket 120. The state of the charging connector 25 and the socket 120 is also referred to as "connector state". Terminal PP outputs a potential signal (PISW signal) indicating the connector state to the vehicle 1 side. Terminal CP is, for example, equivalent to the terminal used for the CPLT signal defined in standard "IEC / TS 62763:2013" (hereinafter also referred to as "CPLT"). The CPLT signal is a PWM (Pulse Width Modulation) signal used in communication between vehicle 1 and EVSE20.

[0037] The charging connector 25 also includes a latch release button 251 and a latch 252. The latch release button 251 releases the latch of the charging connector 25 relative to the socket 120. The latch 252 is configured to engage with the socket 120 to secure (latch) the charging connector 25 to the socket 120. For example, the charging connector 25 is secured by hooking (engaging) the front end of the latch 252 with a recess formed in the socket 120. The latch 252 is linked to the latch release button 251. If the latch release button 251 is pressed by the user, the engagement between the recess formed in the socket 120 and the latch 252 is released (the securing is released), allowing the charging connector 25 to be pulled out from the socket 120.

[0038] A locking device 200 is provided at the socket 120 (see reference). Figure 1 The locking device 200 includes an actuator 210 and a locking pin 220. The actuator 210 is controlled by the charging control ECU 101 and the intelligent ECU 102 to move the locking pin 220 forward and backward. When the charging connector 25 is engaged in the socket 120, the locking device 200 is in a locked state where the charging connector 25 cannot be pulled out of the socket 120. If the charging connector 25 is engaged in the socket 120, the connector state becomes a connected state, and then... Figure 2 As shown by the dashed line, the locking pin 220 protrudes from the position indicated by the dotted line and abuts against the latch 252. The position where the locking pin 220 abuts against the latch 252 is also referred to as the locked position. When the locking pin 220 abuts against the latch 252, the latch 252 cannot move in the direction of releasing its engagement with the recess formed in the socket 120. Therefore, even if the latch release button 251 is pressed, the engagement between the recess formed in the socket 120 and the latch 252 cannot be released, resulting in a locked state where the charging connector 25 cannot be removed from the socket 120.

[0039] If the locking pin 220 returns to the actuator 210 of the locking device 200 Figure 2At the position indicated by the dashed line, the user presses the lock release button 251. This releases the engagement between the recess formed in the socket 120 and the latch 252, allowing the charging connector 25 to be pulled out of the socket 120. This state is referred to as the unlocked state, and the position of the locking pin 220 in the unlocked state is also called the unlocked position. The unlocked state is the state where the lock has been released.

[0040] Figure 3 This diagram illustrates the configuration of the locking device 200. Inside the housing of the actuator 210 of the locking device 200, there is a pinion 211 driven by a motor 212 and a locking pin 220 with a rack 221 meshing with the pinion 211. When the locking device 200 is in the unlocked state (locking pin 220 is in the unlocked position), if the pinion 211 is driven to rotate clockwise by the motor 212, the locking pin 220 moves to the locked position, becoming the locked state. When the locking device 200 is in the locked state (locking pin 220 is in the locked position), if the pinion 211 is driven to rotate counterclockwise by the motor 212, the locking pin 220 moves to the unlocked position, becoming the unlocked state.

[0041] The locking device 200 is equipped with a position sensor that detects the position of the locking pin 220. In this embodiment, a limit switch 13 is included, which is open when the locking pin 220 is in the unlocked position and closed when the locking pin 220 is in the locked position. The limit switch 13 is a non-contact limit switch, and a magnet Mg is provided on the locking pin 220 at a position opposite to the limit switch 13 when the locking pin 220 is in the locked position. Thus, the limit switch 13 is closed when the locking pin 220 is in the locked position and open when the locking pin 220 is in the unlocked position.

[0042] A locking release mechanism 230 is provided in the locking device 200. Sometimes, the actuator 210 or other components malfunction. The locking release mechanism 230 is a mechanism that, in an emergency where the locking pin 220 fails to switch from the locked state to the unlocked state, switches it from the locked state to the unlocked state through a user's locking release operation. In this embodiment, the locking release mechanism 230 includes a release handle 231 and a cable 232. An inner cable (metal wire) is provided inside an outer cable (tube) of the cable 232. The release handle 231 is fixed to one end of the inner cable, and a stop member 233 is fixed to the other end of the inner cable. The inner cable of the cable 232 passes through a through hole formed in the flange portion 222 of the locking pin 220.

[0043] In an emergency where the locking pin 220 fails to switch from the locked to the unlocked state, the user pulls the release handle 231 while the pin is locked, as indicated by the dashed arrow. If the release handle 231 is pulled, the stop 233 fixed to the inner cable abuts against the flange 222, and the locking pin 220 moves to the unlocked position along with the movement of the inner cable. Thus, without driving the motor 212, the locking pin 220 moves from the locked position to the unlocked position (refer to the dashed release handle 231 and stop 233 in the unlocked position) by the user operating the release handle 231.

[0044] Reference Figure 1 The control device 100 receives information from the monitoring unit 11 about the battery 10. For example, the monitoring unit 11 sends the battery 10's temperature TB, voltage VB, and input / output current IB. Additionally, the monitoring unit 11 infers the battery 10's SOC (State of Charge) and sends it to the control device 100. The vehicle speed SPD is input to the control device 100 from the vehicle speed sensor 12, and the position information of the locking pin 220 (locked position: on signal, unlocked position: off signal) is input to the control device 100 from the limit switch 13. The control device 100 outputs locking and unlocking commands to the actuator 210, controlling the locking device 200.

[0045] If the user presses the latch release button 251 while inserting the charging connector 25 into the socket 120 (charging port 123), a PISW signal is input to the control device 100 (charging control ECU 101) via terminal PP of the charging connector 25. A CPLT signal is input to the charging control ECU 101 via terminal CP. If the charging connector 25 is connected to the socket 120, the potential of the PISW signal decreases. If the charging control ECU 101 detects the connection between the charging connector 25 and the socket 120 based on the decrease in the potential of the PISW signal, it initiates communication between the EVSE 20 and the charging preparation based on the CPLT signal.

[0046] If the charging control ECU 101 detects a connection between the charging connector 25 and the socket 120 based on a decrease in the potential of the PISW signal, it outputs a locking command to the actuator 210. Upon receiving the locking command from the charging control ECU 101, the actuator 210 drives the locking pin 220 to the locked position. Furthermore, if the charging connector 25 and the socket 120 are locked and the charging preparation of the battery 10 is complete, it requests the EVSE 20 to begin charging the battery 10 and controls the charging circuit 130.

[0047] In this embodiment, the locking device 200 remains locked until unlocked by the user. The user unlocks the device by pressing the unlock button 125 located on the socket 120. If the user presses the unlock button 125, the charging control ECU 101 outputs an unlock command. If the actuator 210 receives the unlock command, it drives the locking pin 220, keeping the locking pin 220 in the unlocked position.

[0048] The locking and unlocking of the locking device 200 are also linked to the operation of the smart key 300. Therefore, the user can unlock the vehicle using the smart key 300. The smart key 300 is a portable device carried by the user that communicates with the smart ECU 102 to lock and unlock the doors of vehicle 1. For example, vehicle 1 (smart ECU 102) sends a polling signal in the LF (Low Frequency) band at regular intervals. Upon receiving the polling signal, the smart key 300 sends a response signal in the RF (Radio Frequency) band. Upon receiving the response signal, the smart ECU 102 performs authentication processing. If authentication is successful, the user performs a specified operation (e.g., touch operation of the touch sensor on the door handle of vehicle 1). As a result, the smart ECU 102 unlocks the door and outputs an unlock command to the actuator 210. At this time, the unlock command can be sent to the actuator 210 via the charging control ECU 101. Alternatively, an unlocking command can be sent to the door unlocking actuator 210 by operating the unlocking switch 301 set in the smart key 300. If the actuator 210 receives the unlocking command, it drives the locking pin 220, keeping the locking pin 220 in the unlocked position.

[0049] There may be instances where the user fails to switch from the locked to the unlocked state even when using the unlock button 125 or the smart key 300. This is believed to be due to a malfunction in the actuator 210, an abnormality in the control device 100 (charging control ECU 101, etc.), etc. Hereinafter, the failure to switch from the locked to the unlocked state will also be referred to as an unlocking failure. In the event of an unlocking failure, in order to unplug the charging connector 25 from the socket 120, the user pulls the release handle 231, operates the lock release mechanism 230, and switches from the locked to the unlocked state.

[0050] For user convenience and repair purposes, it is preferable to diagnose unlocking malfunctions. For example, if the locking pin 220 is not in the unlocked position after an unlocking command, an unlocking malfunction can be diagnosed. However, for example, there may be cases where, even if the user performs an unlocking operation, an unlocking command is not output due to a malfunction of the control device 100. In this case, it is impossible to establish an association between the unlocking command and the locking pin 220 for comparison, and an unlocking malfunction cannot be diagnosed. In this embodiment, detection is performed by switching from the locked state to the unlocked state via the lock release mechanism 230. Therefore, even if the unlocking malfunction does not switch from the locked state to the unlocked state due to the lack of an unlocking command, an unlocking malfunction can still be diagnosed.

[0051] Figure 4 This is a flowchart illustrating an example of a temporary anomaly detection process performed by the charging control ECU 101. During the startup of the charging control ECU 101, this flowchart is repeated at predetermined intervals. In step (hereinafter referred to as "S") 10, it is determined whether the limit switch 13 has switched from ON to OFF. When the locking pin 220 is in the locked position, the limit switch 13 outputs an ON signal; when the locking pin 220 is in the unlocked position, the limit switch 13 outputs an OFF signal. If the locking device 200 changes from the locked state to the unlocked state and the limit switch 13 switches from ON to OFF, a positive determination is made and the process proceeds to S11. If this is not the case, a negative determination is made, and the current routine ends.

[0052] In S11, when the limit switch 13 switches from on to off, it is determined whether an unlocking command has been output from the charging control ECU 101 and sent to the actuator 210. If an unlocking command has been output, a positive determination is made and proceeds to S12. If no unlocking command has been output, a negative determination is made and proceeds to S13.

[0053] In S12, the flag TF is set to 0, ending the current routine. The flag TF is a flag indicating a temporary exception due to an unlock failure. Furthermore, the initial value of the flag TF can be 0.

[0054] In S13, the flag TF is set to 1, and the current routine ends. For example, there is an operation on the locking release mechanism 230 that causes the locking device 200 to switch from the locked state to the unlocked state. In this case, no unlocking command is output from the charging control ECU 101, and the position of the locking pin 220 switches from the locked position to the unlocked position. In such a case, the flag TF is set to 1.

[0055] Figure 5This is a flowchart illustrating an example of fault detection processing performed by the charging control ECU 101. During the startup of the charging control ECU 101, this flowchart is repeated at predetermined intervals. In S20, it is determined whether the vehicle speed SPD detected by the vehicle speed sensor 12 is above a predetermined value A. The predetermined value A may be a threshold indicating that the vehicle 1 is in motion, for example, 5 km / h. If the vehicle speed SPD is less than the predetermined value A, a negative determination is made and the current routine ends. If the vehicle speed SPD is above the predetermined value A, a positive determination is made and the process proceeds to S21.

[0056] In S21, determine if the flag TF is 1. If the flag TF is 0, make a negative determination and end the current routine. If the flag TF is 1, make a positive determination and proceed to S22.

[0057] In S22, the charging control ECU101 outputs a locking command to the locking device 200 (actuator 210). Upon receiving the locking command, the actuator 210 drives the locking pin 220 to the locked position.

[0058] In the next step, S23, the charging control ECU 101 outputs an unlocking command to the locking device 200. Upon receiving the unlocking command, the actuator 210 drives the locking pin 220 to the unlocked position.

[0059] In S24, it is determined whether the limit switch 13 is open. If the locking pin 220 is in the locked position and the limit switch 13 is not open (closed), a negative determination is made and proceeds to S25. If the locking pin 220 is in the unlocked position and the limit switch 13 is open, a positive determination is made and proceeds to S26.

[0060] In S25, an unlocking fault is diagnosed, and the unlocking fault is displayed on the HMI device 150, ending the current routine.

[0061] In S26, no fault is diagnosed, and the flag TF is set to 0, ending the current routine.

[0062] In this fault detection procedure, when the flag TF is 1, the locking pin 220 is driven to the locked position via a locking command (S22), and then driven to the unlocked position via an unlocking command (S23). When the position of the locking pin 220 changes from the locked position to the unlocked position without an unlocking command being output from the charging control ECU 101, for example when the locking release mechanism 230 is operated, the flag TF is set to 1. In this state, the actuator 210 drives the locking pin 220 to the locked position, and then to the unlocked position. Furthermore, if the locking pin 220 is in the unlocked position (a positive determination is made in S24), the locking pin 220 is driven normally, and no fault can be diagnosed. If the locking pin 220 is not in the unlocked position (a negative determination is made in S24), an unlocking fault can be diagnosed, where the locking pin 220 can be driven to the locked position but cannot be driven to the unlocked position.

[0063] According to this embodiment, the actuator 210 of the locking device 200 receives a locking command from the charging control ECU 101 and switches from an unlocked state to a locked state. The actuator 210 also receives an unlocking command from the charging control ECU 101 and switches the locking device from a locked state to an unlocked state. If the locking release mechanism 230 is operated, the device switches from a locked state to an unlocked state regardless of the operation of the actuator 210. There is a case where the device switches from a locked state to an unlocked state via the locking release mechanism 230 and the flag TF is set to 1. In this case, while the vehicle 1 is in motion (with the charging connector 25 unplugged from the socket 120), the charging control ECU 101 outputs an unlocking command (S22, 23) after outputting the locking command. After the unlocking command (S23) is output, if the locking device 200 is not in an unlocked state (a negative determination is made in S24), the charging control ECU 101 diagnoses an unlocking failure.

[0064] The unlocking operation based on the locking release mechanism 230 is highly likely to occur if the charging control ECU 101 does not output an unlocking command and therefore does not reach the unlocked state. Alternatively, it is highly likely to occur if the actuator 210 does not actuate to the unlocked state and therefore does not reach the unlocked state. If the charging control ECU 101 detects that the locking release mechanism 230 has been operated and switched to the unlocked state (if the flag TF is set to 1), it diagnoses the presence or absence of an unlocking fault. Therefore, it is also possible to diagnose unlocking faults caused by the charging control ECU 101 not outputting an unlocking command.

[0065] In the above embodiment, when the charging control ECU 101 detects the connection between the charging connector 25 and the socket 120, it outputs a locking command to the actuator 210, controlling it to be in a locked state. However, it can also be linked to the door locking operation based on the smart key 300 to control the locking device 200 to be in a locked state.

[0066] In the above embodiments, in fault detection processing ( Figure 5 In step S20, it is determined whether the vehicle speed SPD is above the specified value A. However, the charging control ECU 101 can also enter step S21 if it detects that the charging connector 25 has been pulled out of the socket 120 based on the potential change of the PISW signal.

[0067] In the above embodiment, the locking device 200 is locked in a state where the connector cannot be pulled out of the socket 120 by the locking pin 220 abutting against the latch 252. However, the locking mechanism of the locking device can also be any structure. For example, the locking pin of the locking device can engage with the recess provided on the charging connector to form the locking state. In addition, in the above embodiment, the locking pin 220 is driven by a motor 212 and a gear and rack mechanism, but the actuator 210 can be any mechanism. For example, it can also be a structure that uses an electromagnetic solenoid to drive the locking pin.

[0068] In the above embodiment, cable 232 is used as the locking release mechanism 230. However, the locking release mechanism can be of any structure, for example, it can be composed of a lever-type handle, cam, etc.

[0069] The embodiments disclosed herein should be considered illustrative rather than restrictive in all respects. The scope of the invention is not described in the above embodiments but is indicated by the scope of protection claimed in this application, and is intended to include all modifications within the scope and meaning equivalent to the scope of protection claimed in this application.

Claims

1. A vehicle, wherein, Features: a socket for connecting a charging connector; A locking device that switches between a locked state and an unlocked state. The locked state is a state in which the charging connector cannot be pulled out of the socket, and the unlocked state is a state in which the charging connector can be pulled out of the socket. as well as Control device, The locking device includes an actuator and a locking release mechanism. The actuator operates in a manner that switches from the unlocked state to the locked state according to a locking command from the control device, and switches from the locked state to the unlocked state according to an unlocking command from the control device. The locking release mechanism switches from the locked state to the unlocked state independently of the actuator's operation. When the control device detects that the locking release mechanism has been operated to switch from the locked state to the unlocked state, and the charging connector has been unplugged from the socket, after outputting the locking command, it outputs the unlocking command. After the unlocking command is output, if the locking device is not in the unlocked state, it diagnoses an unlocking failure.

2. The vehicle according to claim 1, wherein, The locking device includes a locking pin driven by the actuator. The control device detects the locked state and the unlocked state based on the position of the locking pin.

3. The vehicle according to claim 2, wherein, When the control device does not output the unlocking command, and the position of the locking pin changes from the locked state to the unlocked state, it detects that the lock release mechanism has switched the lock state to the unlocked state through operation.

4. The vehicle according to claim 1 or 2, wherein, While the vehicle is in motion, the control device diagnoses the unlocking fault.

5. The vehicle according to claim 1 or 2, wherein, The control device issues a notification when it diagnoses an unlocking failure.

Images