Moving body, control device, and connector lock control method

Abstract

Provided are an apparatus and a method for more reliably suppressing the flow of a large current through a connector in an unlocked state connected to a port of a moving body in power transmission by the moving body. The mobile body is provided with: a port to which a connector for power transmission can be attached; and a first locking device that switches between a locked state and an unlocked state of a connector connected to the port. The first lock device is configured so as to switch the connector to a locked state (S11-S13) when the connector connected to the port is in an unlocked state and a current flowing through the connector is greater than a first threshold value.

Description

Technical Field

[0001] This disclosure relates to a moving body, a control device, and a connector locking control method. Background Technology

[0002] Japanese Patent Application Publication No. 2019-047544 (Patent Document 1) discloses a technique for switching between a locked state and an unlocked state of a charging connector connected to a vehicle's inlet. In this technique, the vehicle's control device controls the current flowing in the charging connector connected to the inlet.

[0003] Existing technical documents

[0004] Patent documents

[0005] Patent Document 1: Japanese Patent Application Publication No. 2019-047544 Summary of the Invention

[0006] The problem that the invention aims to solve

[0007] In recent years, there has been progress in the development of technologies that enable power transmission not only for stationary energy storage devices but also for mobile vehicles. Such mobile vehicles have ports for attaching and detaching connectors used for power transmission. Furthermore, the connector is connected to the port when the vehicle is stationary, and detached from the port when the vehicle moves. For example, based on vehicle-to-everything (V2X) technology, power can be supplied from the vehicle to buildings (residential buildings, factories, etc.), power systems (grids), electrical loads, or other vehicles outside the vehicle. However, if the connector used for power transmission is connected to the vehicle's port, and a large current is transmitted through the connector in the unlocked state, the power transmission can easily become unstable. Furthermore, if the connector is detached from the port during a large current transmission, the port and connector are susceptible to damage from the large current. Therefore, in the technology described in Patent Document 1, when the connector connected to the port (entry point) is in a locked state, the vehicle's control device allows a large charging current, and when the connector connected to the port (entry point) is in an unlocked state, the vehicle's control device allows a small charging current. That is, in the technology described in the aforementioned Patent Document 1, the charging current is controlled by the vehicle's control device.

[0008] However, it is not always possible to control the magnitude of the current (e.g., charging current) based on power transmission on the vehicle side. For example, in V2L (Vehicle to Load) systems, the current supplied from the vehicle to the electrical load tends to vary depending on the state of the electrical load connected to the vehicle. Furthermore, when charging an energy storage device mounted in the vehicle using power supplied from an electrical device, it is sometimes impossible to control the charging current on the vehicle side. For example, in systems where charging is primarily performed by the electrical device, the charging current is sometimes controlled according to instructions from the electrical device. According to the technology described in Patent Document 1 above, in power transmission through a moving body (e.g., a vehicle), it is sometimes impossible to suppress the flow of large currents through connectors in an unlocked state connected to the port of the moving body.

[0009] This disclosure was made to solve the above-mentioned problems, and its purpose is to more reliably suppress the flow of large current through the connector in the unlocked state of the port connection to the mobile body during power transmission in the mobile body.

[0010] Technical solutions for solving the problem

[0011] According to the manner described in the first aspect of this disclosure, the following mobile body is provided.

[0012] (First item) The mobile body includes: a port for attaching and detaching a connector for power transmission; and a first locking device for switching between a locked state and an unlocked state of the connector connected to the port. The first locking device is configured to switch the connector to a locked state when the connector connected to the port is in an unlocked state and the current flowing in the connector is greater than a first threshold.

[0013] According to the above structure, if the current flowing in the connector in the unlocked state connected to the port is greater than a first threshold, the first locking device locks the connector. Therefore, it is possible to more reliably suppress the flow of large currents through the connector in the unlocked state connected to the port of the moving body during power transmission.

[0014] Furthermore, the first threshold mentioned above and the second threshold described later can be the same or different. Each threshold can be set arbitrarily.

[0015] The mobile body described in the first item above may have the structure shown in any one of the second to ninth items below.

[0016] (Second item) The first locking device of the mobile body described in the first item is configured such that when an unlocking operation is performed in a state where the current flowing in the connector in the locked state connected to the port is less than a second threshold, the connector is switched to an unlocked state; and when an unlocking operation is performed in a state where the current flowing in the connector in the locked state connected to the port is greater than the second threshold, the connector is switched to an unlocked state after the current flowing in the connector is made less than the second threshold.

[0017] According to the above structure, the connector becomes unlocked upon unlocking. Furthermore, if an unlocking operation is performed while the current flowing through the connector is greater than a second threshold, the first locking device unlocks the connector after reducing the current flowing through it to less than the second threshold. Therefore, it is possible to more reliably suppress the flow of large currents in the unlocked connector.

[0018] (Third item) In the mobile body described in the second item, the unlocking operation is the operation performed by the owner of the mobile body to make the connector unlocked.

[0019] In the above structure, operations performed by a third party other than the owner of the mobile device are not recognized as unlocking operations. Thus, the connector is prevented from being unlocked in violation of the mobile device owner's intentions.

[0020] (Fourth item) In the movable body according to any one of the first to third items, the first locking device is configured to switch the connector to an unlocked state when an unlocking condition is met. The unlocking condition includes: the connector connected to the port is in a locked state; and the current flowing in the connector is less than a second threshold.

[0021] According to the above structure, if the current flowing in the connector in the locked state connected to the port is not less than the second threshold, the first locking device will not unlock the connector. Therefore, it is possible to more reliably suppress the flow of large currents through the unlocked connector connected to the port of the mobile body during power transmission.

[0022] (Fifth item) The mobile body described in the fourth item is a vehicle, which has a door for boarding and alighting, and a second locking device for switching between a locked and unlocked state of the door. The unlocking condition described in the fourth item also includes the door being in the unlocked state.

[0023] According to the above structure, if the vehicle door is not unlocked, the first locking device will not set the connector to the unlocked state. When the vehicle door is unlocked, it is more likely that the vehicle owner is nearby. Therefore, according to the above structure, it is possible to prevent the connector from being unlocked in violation of the owner's intentions regarding the moving body (vehicle).

[0024] (Sixth) The mobile body described in the fourth or fifth item further includes a detection device for detecting the terminal of the owner of the mobile body. The unlocking condition also includes the detection of the terminal by the detection device.

[0025] According to the above structure, if the owner's terminal is not detected, the first locking device will not unlock the connector. When the owner's terminal is detected, it is highly likely that the owner is near the mobile device. Therefore, according to the above structure, it is possible to prevent the connector from being unlocked against the owner's will.

[0026] (Seventh item) In any one of the fourth to sixth items of the mobile body, the unlocking condition further includes that the number of times the connector switches between the locked state and the unlocked state is less than the specified number.

[0027] According to the above structure, if the number of times the connector switches between the locked and unlocked states exceeds a predetermined number, the first locking device will not allow the connector to enter the unlocked state. This suppresses the deterioration of the first locking device.

[0028] (Eighth item) The first locking device of the mobile body described in any one of the first to third items is configured to switch the connector to an unlocked state when the connector connected to the port is in a locked state and the current flowing in the connector is less than a second threshold.

[0029] According to the above structure, if the current flowing in the connector is less than the second threshold, the connector becomes unlocked. Therefore, when the current flowing in the connector becomes sufficiently small, the connector is removed from the port.

[0030] (Item 9) The mobile body described in any one of items 1 to 8 further comprises the following features: The mobile body is a vehicle equipped with an energy storage device. The connector is a discharge connector equipped with a socket. The power transmission includes V2L (Vehicle to Load) which supplies power stored in the energy storage device from the discharge connector connected to the port to an electrical load connected to the socket. In V2L, the current flowing in the discharge connector connected to the port varies according to the state of the electrical load connected to the socket.

[0031] Based on the above structure, V2L becomes possible. However, in V2L, the current flowing through the discharge connector varies depending on the state of the electrical load. For example, when the electrical load requests more power, the current flowing through the discharge connector may increase. Regarding this, in the aforementioned vehicle, in V2L, when the current flowing through the discharge connector in the unlocked state exceeds a first threshold, a first locking device locks the discharge connector. This suppresses the flow of large current through the unlocked discharge connector connected to the port.

[0032] According to the manner described in the second aspect of this disclosure, a control device as shown below is provided.

[0033] (Item 10) The control device is configured to control a connector device that switches between a locked state and an unlocked state of a connector for power transmission connected to a port of a moving body. The control device is configured to switch the connector device to a locked state when the connector connected to the port is in an unlocked state and the current flowing in the connector is greater than a threshold value.

[0034] According to the aforementioned control device, similar to the mobile body involved in the first item above, during power transmission by the mobile body, it is possible to more reliably suppress the flow of large current through the connector in the unlocked state connected to the port of the mobile body.

[0035] According to the manner described in the third aspect of this disclosure, a control device as shown below is provided.

[0036] (Item 11) The control device is configured to control a connector assembly that switches between a locked state and an unlocked state of a connector for power transmission connected to a port of a moving body. The control device is configured to predict changes in the current flowing in the connector in the unlocked state connected to the port, and based on the prediction, control the connector assembly to lock the connector before the current flowing in the connector becomes greater than a threshold.

[0037] Based on the above structure, the change in current flowing through the connector in the unlocked state connected to the port is predicted. Furthermore, based on this prediction, the control device locks the connector before the current exceeds a threshold. Therefore, in power transmission by a moving body, it is possible to more reliably suppress the flow of large currents through the unlocked connector connected to the port of the moving body.

[0038] (Item 12) The control device described in Item 11 is configured to predict, based on the aforementioned prediction results, the time until the current flowing in the connector in the unlocked state connected to the port reaches a threshold, and if the predicted time is shorter than a predetermined time, control the connector device to switch the connector to the locked state.

[0039] Based on the above structure, and based on the predicted current changes, the time it takes for the current flowing in the connector in the unlocked state connected to the port to reach a threshold is further predicted. Therefore, it is easy to lock the connector at appropriate timing.

[0040] (Item 13) The control device described in Item 12 is configured to predict the time until the current flowing in the connector reaches a threshold using the current value flowing in the connector in the unlocked state connected to the port and the predicted rate of current rise. Furthermore, the predetermined time described in Item 12 is longer than the time required for the connector device to switch the connector from the unlocked state to the locked state.

[0041] Based on the above structure, it is easy to accurately predict the time it will take for the current flowing in the connector in the unlocked state connected to the port to reach a threshold. The control device then uses this prediction to control the connector assembly. Thus, the connector is easily locked before the current flowing in the connector exceeds the threshold.

[0042] According to the manner described in the fourth aspect of this disclosure, a connector locking control method as shown below is provided.

[0043] (Item 14) The connector locking control method includes: when performing power transmission between a port of a moving body and a connector connected to the port, determining whether the connector connected to the port is in an unlocked state; when performing the power transmission, determining whether the current flowing in the connector connected to the port is above a threshold; and when the connector connected to the port is in an unlocked state and the current flowing in the connector is above the threshold, switching the connector to a locked state.

[0044] According to the connector locking control method described above, similar to the mobile body involved in the first item mentioned above, during power transmission by the mobile body, it is possible to more reliably suppress the flow of large current through the connector in the unlocked state connected to the port of the mobile body.

[0045] According to the fifth aspect of this disclosure, a connector locking control method is provided as shown below.

[0046] (Item 15) The connector locking control method includes: when performing power transmission between a port of a mobile body and a connector connected to the port, determining whether the connector connected to the port is in an unlocked state; when performing the power transmission, predicting the change in current flowing in the connector in the unlocked state connected to the port; based on the prediction result, determining whether the current flowing in the connector reaches a threshold during the period from the current time to the elapsed time; and if it is determined that the current flowing in the connector reaches the threshold during the aforementioned period, switching the connector to a locked state.

[0047] According to the connector locking control method described above, similarly to the control device involved in the aforementioned twelfth item, during power transmission by the mobile body, it is possible to more reliably suppress the flow of large current through the connector in the unlocked state connected to the port of the mobile body.

[0048] Invention Effects

[0049] According to this disclosure, in power transmission of a mobile body, a connector in an unlocked state connected to a port of the mobile body can be more reliably suppressed from flowing large currents. Attached Figure Description

[0050] Figure 1 This is a diagram showing the vehicle involved in Implementation Method 1.

[0051] Figure 2 This is a diagram illustrating an example of the structure of a charger / discharger provided in a vehicle according to Embodiment 1.

[0052] Figure 3 This is a diagram illustrating the connection method of the port and connector according to Embodiment 1.

[0053] Figure 4 It means Figure 3 A diagram showing a variation of the mechanism.

[0054] Figure 5 This is a flowchart illustrating the connector locking control according to Embodiment 1.

[0055] Figure 6 This is a time diagram showing the operation example of the vehicle involved in Implementation Method 1.

[0056] Figure 7 This is a flowchart illustrating the connector locking control involved in Implementation Method 2.

[0057] Figure 8 This is a time diagram showing the operation example of the vehicle involved in Implementation Method 2.

[0058] Figure 9 This is a flowchart illustrating the connector locking control involved in Implementation Method 3.

[0059] Figure 10 This is a diagram illustrating the process of predicting changes in the current flowing in the connector in the connector locking control according to Embodiment 3.

[0060] Figure 11 This is a flowchart illustrating the connector locking control involved in Implementation Method 4.

[0061] Figure 12 This is a flowchart illustrating the connector locking control involved in Implementation Method 5.

[0062] Figure 13 This is a diagram showing the vehicle involved in Implementation Method Six.

[0063] Figure 14This is a flowchart illustrating the connector locking control involved in Implementation Method Six.

[0064] Figure 15 This is a flowchart illustrating the connector locking control according to Embodiment Seven.

[0065] Figure 16 This is a diagram illustrating the first example of a system that performs external charging.

[0066] Figure 17 This is a diagram representing the second example of a system that performs external charging. Detailed Implementation

[0067] Embodiments of this disclosure will be described in detail with reference to the accompanying drawings. In the drawings, identical or equivalent parts are labeled with the same reference numerals and their descriptions are not repeated.

[0068] [Implementation Method 1]

[0069] Figure 1 This is a diagram illustrating the vehicle involved in Embodiment 1. (See reference...) Figure 1 The vehicle 100 includes an energy storage device 110, a charger / discharger 120, a connection device 130, an ECU 150, and an HMI (Human Machine Interface) 170. "ECU" refers to an Electronic Control Unit. The vehicle 100 is configured to move using the electricity stored in the energy storage device 110. The electricity output from the energy storage device 110 is supplied, for example, to a driving electric motor (not shown). This electric motor converts the electricity into torque, causing the drive wheels of the vehicle 100 to rotate. The vehicle 100 is, for example, a battery electric vehicle (BEV) without an internal combustion engine. However, it is not limited to this; the vehicle 100 can be a plug-in hybrid electric vehicle (PHEV) with an internal combustion engine, or other electric vehicles (xEVs).

[0070] The energy storage device 110 includes, for example, a secondary battery such as a lithium-ion battery, a nickel-metal hydride battery, or a sodium-ion battery. The secondary battery can be a liquid-cooled secondary battery or a solid-state secondary battery. Multiple secondary batteries can form a battery pack. Alternatively, a double-layer capacitor can be used instead of a secondary battery.

[0071] Figure 2 This is a diagram showing an example of the structure of the charger 120. (And...) Figure 1 Refer to together Figure 2The charger 120 includes a charger 121 and an AC converter 122 connected in parallel between the connection device 130 and the energy storage device 110. The charger 121 is configured to charge the energy storage device 110. Specifically, the charger 121 converts AC power supplied from outside the vehicle to port 132 of the connection device 130 into DC power (AC / DC conversion), and outputs the DC power to the energy storage device 110. The AC converter 122 is configured to discharge the power from the energy storage device 110 to outside the vehicle. Specifically, the AC converter 122 converts DC power supplied from the energy storage device 110 into AC power (DC / AC conversion), and outputs the AC power to port 132 of the connection device 130.

[0072] A charging relay RL1 is provided between the charger 121 and the energy storage device 110. The charging relay RL1 switches the connection / disconnection of the charging path from the charger 121 to the energy storage device 110. A discharging relay RL2 is provided between the AC converter 122 and the connecting device 130. The discharging relay RL2 switches the connection / disconnection of the discharging path from the AC converter 122 to the connecting device 130. A charge / discharge relay 125 is provided between the charger 121 and the AC converter 122 and the energy storage device 110, respectively. The charge / discharge relay 125 switches the connection / disconnection of the circuit connecting the charger 120 and the energy storage device 110.

[0073] Charger 121 converts AC power input from connection device 130 to DC power and outputs DC power to energy storage device 110. Charger 121 includes, for example, a circuit CR1. Circuit CR1 includes an insulating circuit, an input circuit (e.g., a full-bridge circuit, a filter circuit, and a smoothing capacitor) disposed on the input side of the insulating circuit, and an output circuit (e.g., a full-bridge circuit) disposed on the output side of the insulating circuit. Each full-bridge circuit includes four switching elements. Each switching element included in circuit CR1 is controlled by ECU 150. Furthermore, Figure 2 The circuit structure shown is an example and can be modified accordingly. Any circuit structure can also be used from known vehicle chargers.

[0074] AC converter 122 converts DC power input from the energy storage device 110 into AC power and outputs the AC power to the connection device 130. AC converter 122 includes, for example, a circuit CR2. Circuit CR2 includes an isolation circuit, an input circuit (e.g., a full-bridge circuit) disposed on the input side of the isolation circuit, and an output circuit (e.g., a full-bridge circuit, a reactor, and a smoothing capacitor) disposed on the output side of the isolation circuit. Each full-bridge circuit includes four switching elements. Each switching element included in circuit CR2 is controlled by ECU 150. Furthermore, Figure 2The circuit structure shown is an example and can be modified appropriately. Any circuit structure can also be used from known in-vehicle converters.

[0075] Monitoring units 121a and 122a are respectively provided in the charger 121 and AC converter 122. The monitoring units 121a and 122a include various sensors that detect the status (e.g., voltage, current and temperature) of the charger 121 and AC converter 122, and output the detection results to the ECU 150.

[0076] Refer again Figure 1 The connection device 130 includes a cover 131, a port 132, a locking actuation device 133, and an operating unit 134. The operating unit 134 is configured to be operable from outside the vehicle 100. The operating unit 134 may also include at least one of a physical switch (e.g., a push-button or slide switch) and a touch panel type operating panel. When a user operates the operating unit 134, a signal corresponding to the operation is sent from the operating unit 134 to the ECU 150.

[0077] Port 132 is disposed at an opening provided in the body of vehicle 100. Cover 131 opens and closes this opening. Cover 131 is configured to be openable and closable from the outside of vehicle 100. Port 132 is used when cover 131 is open. Port 132 is configured to allow attachment and detachment of a connector for power transmission (e.g., discharge connector 200). Port 132 includes a power terminal (a terminal for power transmission) and a connector detection terminal. The potential of the connector detection terminal changes depending on whether a connector is connected. The potential of the connector detection terminal (a signal indicating whether a connector is connected to port 132) is input to ECU 150.

[0078] The locking drive device 133 is configured to switch the locked and unlocked states of the connector connected to port 132 according to control commands from ECU 150. For example, in the locked state, the connector is restricted from being removed from port 132. Conversely, in the unlocked state, the connector is allowed to be removed from port 132. In this embodiment, the locking drive device 133 and ECU 150 function as an example of the "first locking device" disclosed herein. However, it is not limited to this; a dedicated control device for the first locking device may also be integrated with other components of the first locking device into a single unit.

[0079] Port 132 functions as both an inlet (charging port) and an outlet (discharging port). Vehicle 100 is configured to use port 132 for power transmission. Specifically, vehicle 100 is configured to perform charging (hereinafter referred to as "external charging") of the energy storage device 110 based on power from outside the vehicle, and power supply from the energy storage device 110 to the outside of the vehicle (hereinafter referred to as "external power supply"). In external charging, power is input from outside the vehicle to the energy storage device 110 through port 132. In external power supply, power is output from the energy storage device 110 to the outside of the vehicle through port 132.

[0080] Vehicle 100 performs external power supply with discharge connector 200 connected to port 132. In this embodiment, vehicle 100 performs V2L (Vehicle to Load) as external power supply. V2L is power transmission from the vehicle directly to electrical equipment. Discharge connector 200 is configured to connect to electrical load 500 (electrical equipment). Specifically, discharge connector 200 has a first end 210 (input end) and a second end 220 (output end). The first end 210 is configured to connect to port 132. The second end 220 includes a receptacle for attaching and detaching the plug of electrical load 500. Figure 1 In the example shown, the second end 220 has three sockets. However, the number of sockets can be changed; it can also be one.

[0081] The power load 500 includes an electrical device (equipment body) and a power cord connected to the electrical device. The power load 500 (electrical device) can be used when supplied with a specified AC power. Examples of power load 500 include lighting fixtures, heating appliances, cooking appliances, televisions, and refrigerators. The second end 220 includes a socket for connecting a plug to the power cord of the power load 500. The discharge connector 200 also includes a cover 230 configured to open and close the second end 220. The cover 230 covers the second end 220 in the closed state and exposes the second end 220 in the open state. The cover 230 has holes 230a for wire passage. The holes 230a accept multiple wires. The cover 230 can be closed even when three power cords are passed through the holes 230a and the plugs are inserted into the sockets of the second end 220. When the cover 230 is closed, the second end 220 is protected from rain and wind. The cover 230 is waterproof.

[0082] Figure 3 This diagram illustrates the connection between port 132 of vehicle 100 and discharge connector 200. Figure 1 Refer to together Figure 3The discharge connector 200 also includes a latch 240 and a latch release button 250. The latch 240 is configured to engage with port 132 to secure (latch) the discharge connector 200 to port 132. The latch 240 has a front end capable of engaging with the engagement portion 132a of port 132. The latch 240 is mounted to the body of the discharge connector 200 via a spring 242 in a manner rotatable about axis 241. The rotation of the latch 240 is linked to the latch release button 250. The latch release button 250 has the function of releasing the latch of the discharge connector 200 relative to port 132 and allowing the vehicle 100 (ECU 150) to detect the connector status (connected / engaged / unengaged). The locking drive 133 includes a locking pin 133a and an actuator for moving the locking pin 133a. The locking drive 133 displaces the locking pin 133a according to control commands from the ECU 150. The installation and removal of port 132 and discharge connector 200 are performed when locking pin 133a is in the unlocked position (locking pin 133a is in the retracted state).

[0083] For example, after the user inserts the first end 210 of the discharge connector 200 into the port 132 while the user has pressed the latch release button 250, the user releases the latch release button 250, thereby connecting the discharge connector 200 to the port 132. More specifically, the discharge connector 200 is secured by the latch 240 while electrically connected to the port 132. This connector state is the "connected state". In the connected state, the first end 210 of the discharge connector 200 is inserted into the port 132, and all terminals of both are electrically connected, and the discharge connector 200 is latched. When the user presses the latch release button 250 while the discharge connector 200 is in the connected and unlocked state, the front end of the latch 240 overcomes the force of the spring 242 and separates from the engaging portion 132a. Thus, as Figure 3 As shown on the left, the latch 240 is released. The connector is in a "molded state". In the molded state, the discharge connector 200 is inserted into port 132, and all terminals are electrically connected, but the discharge connector 200 is not latched. When the user removes the discharge connector 200 from port 132 in the molded state, the connector becomes "unmolded". The unmolded state is a state that is neither connected nor molded. When the connector is in the connected or molded state, the ECU 150 prevents the vehicle 100 from driving. In addition, when the connector is in the molded or unmolded state, the voltage applied from the battery 110 to port 132 is limited (e.g., prohibited).

[0084] When the discharge connector 200 is in both the connected and unlocked states, it is permissible to detach the discharge connector 200 from the port 132. Therefore, the discharge connector 200 can be made into an unengaged state as described above. However, the locking drive device 133 can lock the discharge connector 200 in the connected state. For example, the locking drive device 133 drives the locking pin 133a toward the discharge connector 200 side, thereby... Figure 3 As shown on the right, the discharge connector 200 connected to port 132 is in a locked state. The latch 240 is pressed by the locking pin 133a, thereby restricting the rotational movement of the latch 240. When the discharge connector 200 is in the locked state, latch release based on the latch release button 250 is restricted (e.g., prohibited). This restricts the removal of the discharge connector 200 from port 132.

[0085] Furthermore, the mechanism by which the locking drive 133 switches the locked / unlocked state of the discharge connector 200 is not limited to... Figure 3 The organization shown can be changed appropriately. Figure 4 It means Figure 3 A diagram showing a variation of the mechanism. (Refer to...) Figure 4 In this modified example, the discharge connector 200 has a cylindrical guide 240A surrounding the first end 210 instead of the latch 240. The guide 240A has a hole H formed at a position corresponding to the locking pin 133a. When the locking pin 133a is in the unlocked position, as... Figure 4 As shown on the left, locking pin 133a is not inserted into hole H. In this state, the discharge connector 200 is allowed to be detached from port 132. Additionally, locking pin 133a is driven towards the discharge connector 200 by locking drive device 133, thereby... Figure 4 As shown on the right, locking pin 133a is inserted into hole H. This locks the discharge connector 200 connected to port 132. In the locked state, by restricting the sliding movement of the discharge connector 200, disassembly of the discharge connector 200 from port 132 is limited (e.g., prohibited).

[0086] Refer again Figure 1The vehicle 100 also includes a door 141 for boarding and alighting and a locking actuator 142. The locking actuator 142 has a sensor that detects the state (open / closed) of the door 141 and switches between the locked and unlocked states of the door 141. When locked, the door 141 is kept closed, restricting its opening. When unlocked, the door 141 can be opened and closed without restriction. Although not shown in the diagram, a key device for accepting key operations from outside the vehicle is provided on a part of the vehicle body (e.g., the door 141 or a pillar). The locking actuator 142 switches between the locked and unlocked states of the door 141 based on key operations performed on the key device. Key operations can be based on a mechanical key or a remote key. Additionally, the key device can also accept authentication information input based on or instead of key operations. The locking actuator 142 can also unlock the door 141 upon successful authentication based on the key device. Figure 1 Only one door 141 is shown, but vehicle 100 has multiple doors 141. A locking actuation device 142 is provided for each door 141. Doors 141 are opened and closed, for example, when a user enters or exits vehicle 100. In this embodiment, the locking actuation device 142 and ECU 150 function as an example of the "second locking device" disclosed herein. However, it is not limited to this; a dedicated control device for the second locking device may also be formed as a unit together with other components of the second locking device.

[0087] HMI170 includes input devices and display devices located within the vehicle interior. HMI170 may also include a touch panel display. Input devices may also include controls (e.g., buttons) located on the steering wheel. Input devices may also include smart speakers that receive voice input. The input devices output signals corresponding to user input to ECU150. The display device may include an instrument panel and / or a head-up display. HMI170 may also include a recognition device for identifying the user's status. The recognition device may also include a camera that captures images of the vehicle interior. When the recognition device recognizes a specified identifier of the user (e.g., a gesture such as a "V" sign), it outputs a signal corresponding to the recognized identifier from HMI170 to ECU150. With such a recognition device, the user can operate the in-vehicle equipment by sending signals to HMI170 using their hands, etc.

[0088] HMI170 receives door locking, door unlocking, connector locking, and connector unlocking operations from the user. Door locking and unlocking operations request ECU150 to lock (lock) and unlock (unlock) the door, respectively. Connector locking and unlocking operations request ECU150 to lock (lock) and unlock the connector, respectively. ECU150 controls locking actuator 133 and locking actuator 142 based on the user's operations.

[0089] ECU 150 includes a processor 151 and a storage device 152. The storage device 152 is configured to store stored information. In addition to storing programs, the storage device 152 also stores various information used in the programs. In this embodiment, the processor 151 executes the programs stored in the storage device 152 to perform various controls (e.g., described later). Figure 5 (The control shown). However, these processes can also be performed solely through hardware (electronic circuits) without using software.

[0090] By connecting the discharge connector 200 to port 132 of the vehicle 100 in the parked state, the vehicle 100 can perform V2L. In V2L, the ECU 150 keeps the charge / discharge relay 125 and the discharge relay RL2 closed (connected state) and the charging relay RL1 open (disconnected state). The ECU 150 then controls the charger / discharger 120 to apply an AC voltage of a specified frequency and magnitude to each socket on the second end 220 of the discharge connector 200 connected to port 132. The magnitude and frequency of the AC voltage can be arbitrarily set. The voltage can be approximately 100V or approximately 200V. The frequency can be approximately 50Hz or approximately 60Hz. Different AC voltages can also be output for each socket.

[0091] In V2L, the power stored in the energy storage device 110 is supplied from the discharge connector 200 connected to port 132 to the electrical load connected to the socket of the discharge connector 200. The DC power output from the energy storage device 110 is converted into AC power and supplied to each socket of the discharge connector 200 (second end 220). For example, by connecting the electrical load 500 to any socket of the discharge connector 200, the electrical load 500 becomes capable of operating with the power supplied from the socket. Regarding the AC power output from the socket of the discharge connector 200, the voltage and frequency can be controlled by the ECU 150, but the current varies depending on the state of the electrical load connected to the socket. When multiple sockets of the discharge connector 200 (second end 220) are respectively connected to electrical loads, the current varies according to the usage conditions of each of these electrical loads. For example, when the power requested by each electrical load increases, the current output from the vehicle 100 to the discharge connector 200 also increases. Conversely, if any electrical load connected to the discharge connector 200 switches from an operating state to a stopped state, the current supplied from the vehicle 100 to the discharge connector 200 decreases.

[0092] Hereinafter, the current flowing in the connector (e.g., discharge connector 200) connected to port 132 will be referred to as the "connector current". The connector current in the above-described V2L is equivalent to the current output from port 132 of vehicle 100 to discharge connector 200. In V2L, although the execution / stop of power supply can be controlled on the vehicle side, the magnitude of the connector current cannot be adjusted on the vehicle side. Therefore, it is possible for the connector current to increase when discharge connector 200 is in the unlocked state. When a large current power transmission is performed in the unlocked state of discharge connector 200, the power transmission can easily become unstable due to the terminal connection status or noise, etc. Furthermore, if discharge connector 200 disconnects from port 132 when the connector current is high, both port 132 and discharge connector 200 are susceptible to damage from the large current. Therefore, the first locking device (locking drive device 133 and ECU 150) in this embodiment is configured to switch the discharge connector 200 to a locked state when the discharge connector 200 connected to port 132 is in an unlocked state and the connector current (the current flowing through the discharge connector 200) is greater than a first threshold. Specifically, when the discharge connector 200 is connected to port 132, the ECU 150 starts... Figure 5 The processing flow is shown below. Figure 5 This is a flowchart illustrating the connector locking control according to Embodiment 1. In the flowchart, "S" represents a step.

[0093] and Figure 1 Refer to together Figure 5In S11, ECU150 determines whether the discharge connector 200 connected to port 132 is in an unlocked state. If the discharge connector 200 is in an unlocked state (yes in S11), ECU150 determines in S12 whether the connector current (the current flowing through the discharge connector 200) is above a predetermined first threshold (hereinafter referred to as "Th1"). In the aforementioned V2L, the supply current detected by monitoring unit 122a is equivalent to the connector current. If the connector current is above Th1 (yes in S12), ECU150 performs connector locking (switching from the unlocked state to the locked state) on the discharge connector 200 in S13. Specifically, ECU150 controls the locking drive device 133 to lock the discharge connector 200. Then, the process returns to S11.

[0094] If the discharge connector 200 is in a locked state (not in S11), the ECU 150 determines in S14 whether a predetermined connector unlocking operation has been performed. In this embodiment, the ECU 150 considers predetermined operations for the operation unit 134 (e.g., pressing a button) and predetermined operations for the HMI 170 as connector unlocking operations. However, it is not limited to this; the connector unlocking operation can be arbitrarily set. One operation can also serve as both a connector unlocking operation and a door unlocking operation.

[0095] If a connector unlocking operation is performed (yes in S14), ECU150 determines in S15 whether the connector current is above a predetermined second threshold (hereinafter referred to as "Th2"). Th1 and Th2 can each be arbitrarily set. For example, Th1 and Th2 can each be 5A or more and less than 16A, or around 15A. In this embodiment, Th1 is smaller than Th2. Therefore, it is easy to perform connector locking. However, it is not limited to this; Th1 and Th2 can also be the same. Alternatively, Th1 can also be larger than Th2.

[0096] If the connector current is above Th2 (yes in S15), ECU150 stops power transmission in S16. Specifically, ECU150 stops power transmission (for power supply to V2L) by reducing the voltage via AC converter 122, for example, and then disconnects the discharge relay RL2. As a result, the connector current becomes 0A. Next, in S17, ECU150 performs connector unlocking (switching from locked to unlocked state) on the discharge connector 200. Specifically, ECU150 controls the locking drive 133 to unlock the discharge connector 200. Then, the process proceeds to S18.

[0097] If the connector current is less than Th2 (no in S15), ECU150 does not perform the power transmission stop process (S16), but instead performs connector unlocking on the discharge connector 200 in S17. Then, the process proceeds to S18. Additionally, if the connector current is less than Th1 when the discharge connector 200 is in the unlocked state (no in S12), the process also proceeds to S18.

[0098] In S18, ECU150 determines whether the discharge connector 200 has been disconnected from port 132. If the discharge connector 200 is connected to port 132 (no in S18), the process returns to S11. Then, when the discharge connector 200 is disconnected from port 132 (yes in S18), Figure 5 The processing flow shown has ended.

[0099] The above Figure 5 The illustrated processing flow is repeatedly executed from the moment the discharge connector 200 is connected to port 132 until it is disconnected from port 132, regardless of whether vehicle 100 is performing power transmission. For example, when the predetermined discharge start condition is met while the discharge connector 200 is connected to port 132, ECU 150 controls the charger 120 to apply voltage to the socket of discharge connector 200. Furthermore, when the electrical load 500 is connected to the socket of discharge connector 200, vehicle 100 begins external power supply (V2L). Through V2L, the power consumed by electrical load 500 is supplied from the energy storage device 110 to electrical load 500 via port 132 and discharge connector 200. Alternatively, the discharge start condition may be met when the user instructs ECU 150 to begin discharge via HMI 170. Discharge connector 200 may also include a discharge start switch for the user to instruct vehicle 100 to begin discharge. Alternatively, the discharge start condition may be met when the user operates the discharge start switch. Alternatively, voltage can be applied to the socket of the discharge connector 200 by triggering its connection to port 132. The external power supply (power transmission) ends when the specified discharge termination condition is met during the execution of external power supply for V2L. For example, the discharge termination condition can also be met when the user instructs the ECU 150 to terminate the discharge. The ECU 150 can also... Figure 5 The S16 method terminates power transmission.

[0100] Figure 6 This is a timing diagram illustrating an example of the operation of the vehicle 100 according to Embodiment 1. (Refer to...) Figure 6 When the user connects the discharge connector 200 to port 132 of vehicle 100, the above process begins. Figure 5The processing flow is shown below. Then, when the discharge start condition is met, voltage is applied to the socket of the discharge connector 200. When the user plugs the power cable of the power load 500 into a socket of the discharge connector 200, the power consumed by the power load 500 is supplied from the vehicle 100 to the power load 500. Thus, power transmission (e.g., V2L) begins. Furthermore, as the power consumed by the power load 500 increases, the connector current rises and exceeds Th1. When the connector current becomes greater than Th1 (yes in S12), connector locking is performed (S13). Afterwards, a power transmission stop process (S16) is performed according to the connector unlocking operation, and the connector current becomes less than Th2. Then, connector unlocking is performed (S17). Then, when the user removes the discharge connector 200 from port 132, the above... Figure 5 The processing flow shown has ended.

[0101] As explained above, the connector locking control method according to Embodiment 1 includes: Figure 5 The processes shown are executed. Furthermore, the execution... Figure 5 The connector locking control period shown includes the period during which power transmission is performed by vehicle 100. Specifically, when the discharge start condition is met with the discharge connector 200 connected to port 132 of vehicle 100, a voltage is applied to the socket of discharge connector 200. Furthermore, when electrical load 500 is connected to the socket of discharge connector 200, power transmission is performed between port 132 and discharge connector 200 (see reference). Figure 6 When performing power transmission, in Figure 5 In step S11, it is determined whether the connector connected to port 132 is in an unlocked state. Additionally, during power transmission, in... Figure 5 In step S12, it is determined whether the current flowing in the connector connected to port 132 is above a threshold. Furthermore, if the connector connected to port 132 is in an unlocked state and the current flowing in the connector is above the threshold, then... Figure 5 In S13, the connector is switched to a locked state. According to this connector locking control method, it is possible to more reliably suppress the flow of large current in the connector in the unlocked state connected to port 132 of vehicle 100 during power transmission in vehicle 100.

[0102] Furthermore, the first locking device (locking drive device 133 and ECU 150) according to Embodiment 1 is configured such that, when the connector connected to port 132 is in an unlocked state and the current flowing in the connector is greater than a first threshold ( Figure 5(If both S11 and S12 are true), the connector is switched to the locked state. According to this structure, it is possible to more reliably suppress the flow of large current in the connector in the unlocked state connected to port 132 of vehicle 100 during power transmission in vehicle 100.

[0103] An unlocking operation was performed when the current flowing in the connector connected to port 132 in the locked state was less than the second threshold. Figure 5 If the condition is no in S11, yes in S14, and no in S15, the first locking device switches the connector to the unlocked state. Additionally, if an unlocking operation is performed while the current flowing in the connector connected to port 132 in the locked state is greater than the second threshold (…), the first locking device switches the connector to the unlocked state. Figure 5 (If S11 is negative and both S14 and S15 are positive), the first locking device switches the connector to the unlocked state after making the current flowing in the connector smaller than the second threshold. According to the above structure, it is possible to suppress the flow of large current in the connector in the unlocked state and to unlock the connector through the unlocking operation.

[0104] Furthermore, port 132 of vehicle 100 is configured to allow the discharge connector 200, which has a socket, to be installed and removed. Vehicle 100 is configured to perform V2L while the discharge connector 200 is connected to port 132. In V2L, the current flowing through the discharge connector 200 connected to port 132 varies depending on the state of the electrical load connected to the socket of the discharge connector 200. With this structure, large currents flowing through the discharge connector 200 in the unlocked state connected to port 132 can be suppressed, and V2L can be performed.

[0105] [Implementation Method Two]

[0106] The following description focuses on the differences from Embodiment 1. In this embodiment, ECU 150 executes... Figure 7 The processing flow shown is used to replace Figure 5 The processing flow is shown below. Figure 7 This is a flowchart illustrating the connector locking control involved in Implementation Method 2.

[0107] and Figure 1 Refer to together Figure 7 In S21, ECU150 determines whether the discharge connector 200 connected to port 132 is in a locked state. If the discharge connector 200 is in an unlocked state (no in S21), ECU150 determines in S22 whether the connector current is above a first threshold (Th1). If the connector current is above Th1 (yes in S22), ECU150 performs connector locking on the discharge connector 200 in S23. Then, the process returns to S21.

[0108] When the discharge connector 200 is in a locked state (yes in S21), the ECU 150 determines in S24 whether the connector current is less than a second threshold (Th2). If the connector current is greater than Th2 (no in S24), the process returns to S21. On the other hand, if the connector current is less than the second threshold (Th2) (yes in S24), the ECU 150 unlocks the discharge connector 200 in S25. Then, the process proceeds to S26. Additionally, if the connector current is less than Th1 when the discharge connector 200 is in an unlocked state (no in S22), the process also proceeds to S26.

[0109] In S26, ECU150 determines whether the discharge connector 200 has been disconnected from port 132. If the discharge connector 200 is connected to port 132 (no in S26), the process returns to S21. Then, when the discharge connector 200 is disconnected from port 132 (yes in S26), Figure 7 The processing flow shown has ended.

[0110] Figure 8 This is a timing diagram illustrating an example of the operation of the vehicle 100 according to Embodiment 2. (Refer to...) Figure 8 When the user connects the discharge connector 200 to port 132 of vehicle 100, the above process begins. Figure 7 The processing flow is shown below. Then, when the discharge start condition is met, voltage is applied to the socket of the discharge connector 200. When the user plugs the power cable of the power load 500 into a socket of the discharge connector 200, the power consumed by the power load 500 is supplied from the vehicle 100 to the power load 500. Thus, power transmission (e.g., V2L) begins. Then, the power load 500 is used, and as the power consumed by the power load 500 increases, the connector current rises and exceeds Th1. When the connector current becomes greater than Th1 (yes in S22), connector locking is performed (S23). Afterwards, the use of the power load 500 ends, and if the power consumed by the power load 500 decreases, the connector current becomes less than Th2 (yes in S24). Thus, connector unlocking is performed (S25).

[0111] When the user disconnects the power load 500 from the discharge connector 200 and the power load is not connected to any socket of the discharge connector 200, the connector current becomes 0A. Thus, power transmission ends. However, in this state, the aforementioned... Figure 7The processing flow shown continues. Specifically, S21, S22, and S26 are repeated. Subsequently, when the user reconnects the power load 500 to the discharge connector 200 and begins using the power load 500, connector locking (S23) is performed as described above. Furthermore, the connector current varies depending on the usage of the power load 500, and connector locking (S23) / connector unlocking (S25) is automatically performed based on the connector current. If the user removes the discharge connector 200 from port 132 while the discharge connector 200 is in the unlocked state, the aforementioned... Figure 7 The processing flow shown has ended. Furthermore, the voltage applied from the energy storage device 110 to port 132 has also ceased.

[0112] As explained above, the connector locking control method involved in Embodiment 2 includes: Figure 7 The processes shown are as follows. The control device (ECU 150) according to Embodiment 2 controls the locking drive device 133 (connector device) based on the connector current. The first locking device (locking drive device 133 and ECU 150) according to Embodiment 2 switches the connector to a locked state (S21-S23) when the connector connected to port 132 is in an unlocked state and the current flowing in the connector is greater than a first threshold. Furthermore, the first locking device switches the connector to an unlocked state (S21, S24, S25) when the connector connected to port 132 is in a locked state and the current flowing in the connector is less than a second threshold. With this structure, the connector is easily removed from port 132 when the current flowing in the connector becomes sufficiently small. Furthermore, even without user operation, connector locking / unlocking is automatically performed based on the connector current, thus saving the user the effort of unlocking the connector.

[0113] [Implementation Method 3]

[0114] The following description focuses on the differences from Embodiment 1. In this embodiment, ECU 150 executes... Figure 9 The processing flow shown is used to replace Figure 5 The processing flow is shown below. Figure 9 This is a flowchart illustrating the connector locking control involved in Implementation Method 3.

[0115] and Figure 1 Refer to together Figure 9In S31, ECU150 determines whether the discharge connector 200 connected to port 132 is in a locked state. If the discharge connector 200 is in an unlocked state (no in S31), ECU150 predicts the change in connector current in S32. ECU150 can also predict the future rate of change (e.g., rise rate) of connector current based on recent connector current data (e.g., the shift in connector current). In the next step, S33, based on the predicted change in connector current (S32), ECU150 determines whether the connector current will exceed a first threshold (Th1) during the period from the current time point to the elapsed time (hereinafter referred to as "TA"). Then, if it is determined that the connector current will exceed Th1 during the period from the current time point to the elapsed time (TA) (yes in S33), ECU150 performs connector locking on the discharge connector 200 in S34. Thus, the discharge connector 200 is locked until the connector current becomes greater than Th1. Figure 10 This is a diagram used to illustrate the processing of S32 and S33.

[0116] Reference Figure 10 For example, when the connector current varies as shown in line L1, ECU150 in Figure 9 In S32, the future connector current is predicted to change as shown in line L1a. Next, ECU150... Figure 9 In S33, the time t1 at which the connector current reaches Th1 is predicted. In this embodiment, ECU150 uses the current value of the connector current (the current current value) and the rate of increase of the connector current predicted in S32 to predict time t1. According to this method, the time from the current time point to time t1 (the time until the connector current reaches Th1) can be easily and accurately predicted. Next, ECU150 determines whether the time from the current time point to time t1 is shorter than TA. A time from the current time point to time t1 being shorter than TA means that the connector current has reached Th1 or higher during the period from the current time point to the passing of TA. The time from the current time point to time t1 becomes shorter as the connector current increases. Then, when the time from the current time point to time t1 is shorter than TA (yes in S33), connector locking is performed (S34). That is, connector locking is performed when tracing back TA from time t1.

[0117] Additionally, when the connector current changes as shown in line L2, ECU150 in Figure 9 In S32, the future connector current is predicted to change as shown by line L2a. The rise rate of the connector current shown by line L2 is slower than that shown by line L1. Next, ECU150... Figure 9In step S33, the time t2 when the connector current reaches Th1 is predicted. Then, when the time from the current point in time to time t2 is shorter than TA (yes in S33), connector locking is performed (S34). That is, connector locking is performed when TA is traced back from time t2. The connector current when TA is traced back from time t2 is greater than the connector current when TA is traced back from time t1. According to the connector locking control according to this embodiment, connector locking can be easily performed at an appropriate timing based on the rise rate of the connector current.

[0118] In this embodiment, the value obtained by adding a predetermined margin of time to the time required for the locking drive 133 to switch the discharge connector 200 from the unlocked state to the locked state is set as TA. That is, TA is longer than the time taken from when the locking drive 133 starts locking the connector to when it completes locking the connector. Based on such TA (predetermined time), it is easy to lock the discharge connector 200 before the connector current becomes greater than Th1 (threshold). However, it is not limited to this, and TA can be set arbitrarily.

[0119] Refer again Figure 9 When processing S34 is executed, the process returns to S31. If the discharge connector 200 is in a locked state (yes in S31), ECU 150 determines in S35 whether the connector current is less than the second threshold (Th2). If the connector current is greater than Th2 (no in S35), the process returns to S31. On the other hand, if the connector current is less than the second threshold (Th2) (yes in S35), ECU 150 unlocks the discharge connector 200 in S36. Then, the process proceeds to S37. Additionally, if it is determined that the connector current has not reached Th1 during the period from the current time point to the passage of TA when the discharge connector 200 is in an unlocked state (no in S33), the process also proceeds to S37.

[0120] In S37, ECU150 determines whether the discharge connector 200 has been disconnected from port 132. If the discharge connector 200 is connected to port 132 (no in S37), the process returns to S31. Then, when the discharge connector 200 is disconnected from port 132 (yes in S37), Figure 9 The processing flow shown has ended.

[0121] As explained above, the connector locking control method involved in Embodiment 3 includes... Figure 9The processes shown are as follows. Specifically, when the discharge start condition is met while the discharge connector 200 is connected to port 132 of the vehicle 100, a voltage is applied to the socket of the discharge connector 200. Furthermore, when the electrical load 500 is connected to the socket of the discharge connector 200, power transfer is performed between port 132 and the discharge connector 200. During power transfer, in... Figure 9 In step S31, it is determined whether the connector connected to port 132 is in an unlocked state. Additionally, during power transmission, in... Figure 9 In S32, the change in current flowing in the connector in the unlocked state connected to port 132 is predicted. Additionally, in Figure 9 In step S33, based on the prediction result in S32, it is determined whether the current flowing in the connector during the period from the current time point to the elapsed time reaches a threshold. Furthermore, if it is determined that the current flowing in the connector reaches the threshold during the aforementioned period, ... Figure 9 In S34, the connector is switched to a locked state. According to this connector locking control method, it is possible to more reliably suppress the flow of large current in the connector in the unlocked state connected to port 132 of vehicle 100 during power transmission in vehicle 100.

[0122] Furthermore, the control device (ECU 150) according to Embodiment 3 controls the locking drive device 133 (connector device) based on the connector current. Specifically, the ECU 150 is configured to predict the change in current flowing through the connector in the unlocked state connected to port 132, and based on this prediction, control the locking drive device 133 such that the connector is locked before the current flowing through the connector becomes greater than a threshold (S31~S34). With this structure, the connector can be locked before the current flowing through the connector in the unlocked state connected to port 132 becomes greater than a threshold.

[0123] [Implementation Method Four]

[0124] The following description focuses on the differences from Embodiment 1. In this embodiment, ECU 150 executes... Figure 11 The processing flow shown is used to replace Figure 5 The processing flow is shown below. Figure 11 This is a flowchart illustrating the connector locking control involved in Implementation Method 4.

[0125] and Figure 1 Refer to together Figure 11In step S41, ECU 150 determines whether all doors 141 of vehicle 100 are locked. If all doors 141 of vehicle 100 are locked (yes in S41), ECU 150 determines in S42 whether the discharge connector 200 connected to port 132 is unlocked. If the discharge connector 200 is unlocked (yes in S42), ECU 150 performs connector locking on the discharge connector 200 in S43. Then, the process returns to S41. Alternatively, if the discharge connector 200 is locked (no in S42), the process also returns to S41.

[0126] If any door 141 of vehicle 100 is unlocked (no in S41), ECU 150 determines in S44 whether the discharge connector 200 connected to port 132 is unlocked. If the discharge connector 200 is unlocked (yes in S44), the process proceeds to S45. If the discharge connector 200 is locked (no in S44), the process proceeds to S46.

[0127] In S45, ECU150 determines whether the connector current is above a first threshold (Th1). If the connector current is above Th1 (yes in S45), ECU150 performs connector locking in S43. Then, processing returns to S41.

[0128] In S46, ECU150 determines whether the connector current is less than a second threshold (Th2). If the connector current is greater than Th2 (no in S46), the process returns to S41. On the other hand, if the connector current is less than Th2 (yes in S46), ECU150 performs connector unlocking on the discharge connector 200 in S47. Then, the process proceeds to S48. Additionally, if the connector current is less than Th1 when gate 141 and discharge connector 200 are in the unlocked state (no in S45), the process also proceeds to S48.

[0129] In S48, ECU150 determines whether the discharge connector 200 has been disconnected from port 132. If the discharge connector 200 is connected to port 132 (no in S48), the process returns to S41. Then, when the discharge connector 200 is disconnected from port 132 (yes in S48), Figure 11 The processing flow shown has ended.

[0130] As explained above, the connector locking control method involved in Embodiment 4 includes Figure 11The processes shown are as follows. Furthermore, the first locking device (locking drive device 133 and ECU 150) according to Embodiment 4 is configured to switch the connector connected to port 132 to an unlocked state when predetermined unlocking conditions are met. The unlocking conditions include the connector connected to port 132 being in a locked state (first requirement), the current flowing in the connector being less than a second threshold (second requirement), and the door 141 (passenger / alighting door) of the vehicle 100 being in an unlocked state (third requirement). That is, the unlocking condition is met when all of the first to third requirements are met, and the unlocking condition is not met when any one of the requirements is not met. Figure 11 In steps S44, S46, and S41, it is determined whether the first, second, and third requirements are met, respectively. When the unlocking condition is met (both S41 and S44 are negative, and S46 is positive), connector unlocking is performed (S47). In this structure, if door 141 is not unlocked, the first locking device does not unlock the discharge connector 200. When door 141 of vehicle 100 is unlocked, the likelihood of the owner of vehicle 100 being near vehicle 100 is high. Therefore, according to the above structure, it is possible to prevent the discharge connector 200 from being unlocked against the intention of the owner of vehicle 100. Moreover, the discharge connector 200 is difficult to steal.

[0131] [Implementation Method Five]

[0132] The following description focuses on the differences from Embodiment 1. In this embodiment, ECU 150 executes... Figure 12 The processing flow shown is used to replace Figure 5 The processing flow is shown below. Figure 12 This is a flowchart illustrating the connector locking control involved in Implementation Method 5.

[0133] and Figure 1 Refer to together Figure 12 In S51, ECU150 determines whether the discharge connector 200 connected to port 132 is in a locked state. If the discharge connector 200 is in an unlocked state (no in S51), ECU150 determines in S52 whether the connector current is above a first threshold (Th1). If the connector current is above Th1 (yes in S52), ECU150 performs connector locking on the discharge connector 200 in S53. Then, the process returns to S51.

[0134] When the discharge connector 200 is in a locked state (yes in S51), the ECU 150 determines in S54 whether the connector current is less than a second threshold (Th2). If the connector current is greater than Th2 (no in S54), the process returns to S51. On the other hand, if the connector current is less than Th2 (yes in S54), the ECU 150 determines in S55 whether the number of times the discharge connector 200 switches between the locked and unlocked states is less than or equal to a predetermined third threshold (hereinafter referred to as "Th3"). In this embodiment, the number of times the switching occurs is the number of times the connector switches from the locked state to the unlocked state. Th3 can be set to more than one time. Th3 can also be around five times. If the connector unlocking (S56) described later is not performed, the number of unlocking occurs zero times, so initially, it is determined to be yes in S55.

[0135] If the unlock count is Th3 or less (yes in S55), ECU150 performs connector unlocking on discharge connector 200 in S56. Next, ECU150 increases the unlock count stored in storage device 152 (increases the unlock count by one) in S57. Then, the process proceeds to S58. Additionally, if the connector current is less than Th1 when discharge connector 200 is in the unlocked state (no in S52), the process also proceeds to S58.

[0136] In S58, ECU150 determines whether the discharge connector 200 has been disconnected from port 132. If the discharge connector 200 is connected to port 132 (no in S58), the process returns to S51. If, while the discharge connector 200 is connected to port 132, the number of times the discharge connector 200 switches between locked and unlocked states increases, and the unlock count is greater than Th3 (no in S55), then the process proceeds to S591. In S591, ECU150 determines whether a predetermined time has elapsed since the unlock count reached Th3. If the predetermined time has not elapsed since the unlock count reached Th3 (no in S591), the process skips S56 and S57 and proceeds to S58. Thus, connector unlocking is prohibited, and the discharge connector 200 remains in the locked state. Then, if a predetermined time has elapsed since the unlock count reached Th3 (yes in S591), ECU150 resets the unlock count stored in storage device 152 in S592. Therefore, the unlock count returns to the initial value (zero times), and the connector unlocking restriction is lifted. Then, when the discharge connector 200 is removed from port 132 (yes in S58), Figure 12 The processing flow shown has ended.

[0137] As explained above, the connector locking control method involved in Embodiment 5 includes... Figure 12The processes shown are as follows. Furthermore, the first locking device (locking drive device 133 and ECU 150) according to Embodiment 5 is configured to switch the connector connected to port 132 to an unlocked state when predetermined unlocking conditions are met. The unlocking conditions include: the connector connected to port 132 is in a locked state (first requirement); the current flowing in the connector is less than a second threshold (second requirement); and the number of times the connector switches between locked and unlocked states is less than a predetermined number (fourth requirement). That is, the unlocking condition is met when all three requirements are met (first, second, and fourth); and the unlocking condition is not met when none of the requirements are met. Whether the first, second, and fourth requirements are met is determined by… Figure 12 The determination is made in steps S51, S54, and S55. When the unlocking condition is met (all of S51, S54, and S55 are true), connector unlocking is performed (S56). In this structure, if the number of times the connector switches between the locked and unlocked states exceeds a predetermined number, the first locking device prevents the connector from entering the unlocked state. Therefore, high-frequency locking / unlocking switching can be suppressed. As a result, degradation of the first locking device (especially degradation of components of the locking drive device 133) is suppressed.

[0138] Furthermore, the number of switches in the fourth requirement is not limited to the number of unlocks. For example, the number of locks (the number of switches from the unlocked state to the locked state) can be used instead of the number of unlocks. Alternatively, the sum of the number of locks and the number of unlocks can be used.

[0139] [Implementation Method Six]

[0140] The following description focuses on the differences from Embodiment 1. The vehicle 100A in this embodiment does not have… Figure 1 The structure shown is not the same as the one with the following characteristics. Figure 13 The structure shown. Figure 13This diagram illustrates a vehicle 100A according to Embodiment Six. The vehicle 100A also includes an antenna 310 and a communication device 190. The antenna 310 is located, for example, near port 132. Furthermore, when an electronic key 320 is present within a range defined around port 132 (hereinafter referred to as the "comparison range"), the antenna 310 confirms the presence of the electronic key 320 through comparison processing. When the electronic key 320 is confirmed within the comparison range, the antenna 310 notifies the ECU 150 of the presence of the electronic key 320 within the comparison range. The communication device 190 is configured to wirelessly communicate with a mobile terminal 400. The ECU 150 wirelessly communicates with the mobile terminal 400 via the communication device 190. The mobile terminal 400 is, for example, a smartphone with a touch panel display. However, it is not limited to this; a laptop computer, portable game console, wearable device, etc., can also be used as the mobile terminal 400. The electronic key 320 and the mobile terminal 400 are carried by the owner U of the vehicle 100A.

[0141] ECU150 execution Figure 14 The processing flow shown is used to replace Figure 5 The processing flow is shown below. Figure 14 This is a flowchart illustrating the connector locking control involved in Implementation Method Six. Figure 14 The processing flow shown, except for S14 ( Figure 5 (Other than S14A) Figure 5 The processing flow shown is the same.

[0142] and Figure 13 Refer to together Figure 14 In S14A, ECU150 determines whether a connector unlocking operation has been performed based on the owner U of vehicle 100A. A connector unlocking operation recognized in S14A is an operation performed by the owner U of vehicle 100A to unlock the discharge connector 200. Operations performed by a third party other than the owner U of vehicle 100A are not recognized as connector unlocking operations in S14A.

[0143] Specifically, the HMI 170 installed in the vehicle interior and the mobile terminal 400 carried by the owner U are each operated only by the owner U. Therefore, when the ECU 150 receives a notification from the HMI 170 or the mobile terminal 400 indicating that a connector unlocking operation has been performed, it determines that a connector unlocking operation based on the owner U has been performed. Furthermore, if a connector unlocking operation is performed on the operating unit 134 while the electronic key 320 is within the reference range, the ECU 150 also determines that a connector unlocking operation based on the owner U has been performed. On the other hand, operations on the operating unit 134 when the electronic key 320 is not within the reference range are not recognized as connector unlocking operations in S14A.

[0144] If it is determined that a connector unlocking operation based on the owner U of vehicle 100A has been performed (yes in S14A), the process proceeds to S15, and connector unlocking is performed on the discharge connector 200 (S17). On the other hand, if it is determined that no connector unlocking operation based on the owner U of vehicle 100A has been performed (no in S14A), the process returns to S11. In this case, connector unlocking is not performed.

[0145] As explained above, in the connector locking control according to Embodiment Six, operations by a third party other than the owner U of vehicle 100A are not considered unlocking operations. Therefore, it is possible to prevent the connector from being unlocked in violation of the intentions of the owner U of vehicle 100A. In addition, the discharge connector 200 is difficult to steal.

[0146] [Implementation Method Seven]

[0147] The following description focuses on the differences from Embodiment Six. In this embodiment, the ECU 150 of the vehicle 100A ( Figure 13 )implement Figure 15 The processing flow shown is used to replace Figure 14 The processing flow is shown below. Figure 15 This is a flowchart illustrating the connector locking control according to Embodiment Seven. Figure 15 The processing flow shown omits S57, S591, and S592, and replaces S55. Figure 5 In addition to adopting the S55A, it is compatible with... Figure 12 The processing flow shown is the same.

[0148] and Figure 13 Refer to together Figure 15 In step S55A, the ECU 150 determines whether the terminal of the owner U of the vehicle 100A has been detected. The terminal of the owner U of the vehicle 100A is, for example, the electronic key 320. Furthermore, the antenna 310 functions as a detection device for detecting the terminal of the owner U of the vehicle 100A. If the electronic key 320 is detected within the detection range by the antenna 310 (yes in S55A), the process proceeds to step S56. On the other hand, if the electronic key 320 is not detected within the detection range (no in S55A), the process proceeds to step S58.

[0149] As described above, the connector locking control method according to Embodiment Seven includes: Figure 15The processes shown are as follows. Furthermore, the first locking device (locking drive device 133 and ECU 150) according to Embodiment 7 is configured to switch the connector connected to port 132 to an unlocked state when predetermined unlocking conditions are met. The unlocking conditions include the connector connected to port 132 being in a locked state (first requirement), the current flowing in the connector being less than a second threshold (second requirement), and the detection device detecting the terminal of the owner U of vehicle 100A (fifth requirement). That is, the unlocking condition is met when all of the first, second, and fifth requirements are met; the unlocking condition is not met when any one of the requirements is not met. Whether the first, second, and fifth requirements are met is determined by… Figure 15 The determination is made in steps S51, S54, and S55A. When the unlocking condition is met (all of S51, S54, and S55A are true), connector unlocking is performed (S56). In this structure, if the terminal of the owner U of vehicle 100A is not detected, the first locking device does not unlock the connector. When the terminal of the owner U of vehicle 100A is detected, it is highly likely that the owner U is near vehicle 100A. Therefore, according to the above structure, it is possible to prevent the connector from being unlocked due to the intention of the owner U of vehicle 100A. As a result, the discharge connector 200 is difficult to steal.

[0150] Furthermore, the terminal of the owner U of vehicle 100A is not limited to electronic key 320 (remote key). For example, mobile terminal 400 can be registered in ECU 150 as the terminal of the owner U of vehicle 100A. It can also be determined in S55A that mobile terminal 400 is present in the vicinity of vehicle 100A. ECU 150 and communication device 190 can function as detection devices.

[0151] [Other Implementation Methods]

[0152] In the above embodiments, a first power transmission is illustrated, in which the vehicle delivers power from the energy storage device to the electrical equipment. However, the type of power transmission is not limited to the first power transmission (external power supply). The control described in the above embodiments can also be applied to a second power transmission (external charging) in which the electrical equipment sends power to the vehicle for charging the energy storage device, or a third power transmission (BPT: Bidirectional Power Transfer) in which power is exchanged bidirectionally between the vehicle and the electrical equipment.

[0153] Figure 16 This diagram illustrates a first example of a system performing a second power transmission (external charging). Figure 16 In the system shown, the EVSE600A interacts with vehicle 100 ( Figure 1External charging of the energy storage device 110 is performed when it is connected (inserted). "EVSE" refers to Electric Vehicle Supply Equipment.

[0154] The EVSE600A incorporates a control unit 610A, a power circuit 631, and a detector 632, and includes a charging cable 620. The charging cable 620 has a connector 620a (charging connector) at its front end, internally containing communication and power lines. Port 132 is configured to allow for the attachment and detachment of connector 620a. Connecting connector 620a to port 132 results in an inserted state. The power circuit 631 converts power received from the electrical system PG into power suitable for supplying the vehicle and outputs the converted power to the charging cable 620. The detector 632 includes various sensors that detect power supply parameters (current, voltage, etc.) and outputs the detection results to the control unit 610A. The EVSE600A outputs AC power to the vehicle 100. The control unit 610A is configured to communicate with both the ECU 150 and the EMS 500. "EMS" refers to the Energy Management System.

[0155] The EVSE600A and vehicle 100 can operate in dynamic control mode. In dynamic control mode, charging control is primarily performed by the EVSE600A. Power transmission control (charging control) can be completely delegated to the EVSE600A. In dynamic control mode, ECU 150 controls the charger 120 (e.g., according to instructions from control unit 610A) based on instructions from the control unit 610A. Figure 2 The charging relay RL1 and charger 121 are shown. The control device 610A can also enable the vehicle 100 to perform energy management requested by the EMS 500.

[0156] Figure 16 The ECU 150 of the vehicle 100 shown can also repeatedly execute commands from the time the connector 620a of the EVSE600A is connected to port 132 until the connector 620a is disconnected from port 132. Figure 5 , Figure 7 , Figure 9 , Figure 11 , Figure 12 , Figure 14 , Figure 15 The processing flow shown in any of the examples. Furthermore, in external charging, for example by monitoring unit 121a ( Figure 2 The detected charging current is equivalent to the connector current.

[0157] Figure 17This is a diagram illustrating a second example of a system performing a second power transmission (external charging). Figure 17 In the system shown, the charger is not mounted on the vehicle but on the EVSE. Figure 17 The vehicle 100B shown has from Figure 1 The vehicle 100 shown omits the structure of the charger 120. The EVSE600B integrates a control unit 610B, a charger 641, and a detector 642, and includes a charging cable 620. The charger 641 includes a power conversion circuit (e.g., an inverter). The detector 642 includes various sensors that detect the status of the charger 641 (voltage, current, temperature, etc.) and outputs the detection results to the control unit 610B. Based on instructions from the control unit 610B, the charger 641 converts the AC power supplied from the power system PG to DC power and outputs the DC power to connector 620a. The EVSE600B outputs DC power.

[0158] The EVSE600B performs external charging of the energy storage device 110 while connected to the vehicle 100B (inserted state). The connector 620a of the EVSE600B is connected to port 132 of the vehicle 100B, thus entering the inserted state. During external charging, DC power output from the EVSE600B to the vehicle 100B is input to port 132 to charge the energy storage device 110. The control device 610B controls the charger 641 according to a request from the EMS500. The control device 610B utilizes the energy storage device 110 to perform energy management requested by the EMS500.

[0159] Figure 17 The ECU 150 of the vehicle 100B shown can also repeatedly execute from the moment the connector 620a of the EVSE600B is connected to port 132 until the connector 620a is disconnected from port 132. Figure 5 , Figure 7 , Figure 9 , Figure 11 , Figure 12 , Figure 14 , Figure 15 The processing flow shown in any of the examples.

[0160] Figure 1 , Figure 13 , Figure 17The vehicles 100, 100A, and 100B shown are each just one example of a mobile body that transmits electricity. For example, the vehicle may also have a structure capable of handling both AC and DC charging. Furthermore, the aforementioned controls can also be applied to vehicles other than automobiles (railway vehicles, ships, airplanes, amphibious vehicles, electric bicycles, electric wheelchairs, etc.), mobile machinery (agricultural machinery, construction machinery, etc.), and unmanned mobile bodies (unmanned transport vehicles, walking robots, security robots, flying drones, underwater drones, robotic cleaners, space probes, etc.). The control device for the connector device controlling the mobile body may also be mounted externally to the mobile body (e.g., a server) or a mobile terminal, rather than on the mobile body itself.

[0161] Figure 16 , Figure 17 The EVSE600A and 600B shown are merely examples of electrical devices. Any electrical device (accessory, component, power outlet, appliance, etc.) capable of transmitting power to and communicating with a mobile body as needed.

[0162] The embodiments disclosed herein should be considered illustrative in all respects and not restrictive. The scope of the invention is shown not by the description of the above embodiments but by the scope of the claims, and is intended to include all modifications within the meaning and scope equivalent to the scope of the claims.

[0163] Explanation of reference numerals in the attached figures

[0164] 100, 100A, 100B vehicles, 110 energy storage device, 130 connecting device, 131 cover, 132 port, 133 locking drive device, 134 operating unit, 141 door, 142 locking drive device, 150 ECU, 200 discharge connector, 210 first end, 220 second end, 310 antenna, 320 electronic key, 400 mobile terminal, 500 power load.

Claims

1. A mobile body, comprising: Ports that allow for the attachment and removal of connectors used for power transmission; and The first locking device switches between the locked and unlocked states of the connector connected to the port, wherein... The first locking device is configured to switch the connector to a locked state when the connector connected to the port is in an unlocked state and the current flowing in the connector is greater than a first threshold.

2. The mobile body according to claim 1, wherein, The first locking device is configured as follows: If an unlocking operation is performed when the current flowing in the connector, which is in a locked state connected to the port, is less than a second threshold, the connector is switched to the unlocked state. If the unlocking operation is performed while the current flowing in the connector in the locked state connected to the port is greater than the second threshold, the connector is switched to the unlocked state after the current flowing in the connector is reduced to less than the second threshold.

3. The mobile body according to claim 2, wherein, The unlocking operation is performed by the owner of the mobile device to unlock the connector.

4. The mobile body according to claim 1, wherein, The first locking device is configured to switch the connector to an unlocked state when the unlocking condition is met. The unlocking conditions include: the connector connected to the port is in a locked state; and the current flowing in the connector is less than a second threshold.

5. The mobile body according to claim 4, wherein, The mobile body is a vehicle, which has a door for boarding and alighting and a second locking device for switching the door between locked and unlocked states. The unlocking condition also includes that the door is in an unlocked state.

6. The mobile body according to claim 4, wherein, The mobile device also includes a detection device for detecting the terminal of the owner of the mobile device. The unlocking condition also includes the detection of the terminal by the detection device.

7. The mobile body according to claim 4, wherein, The unlocking conditions also include that the number of times the connector switches between locked and unlocked states is less than a specified number.

8. The mobile body according to claim 1, wherein, The first locking device is configured to switch the connector to an unlocked state when the connector connected to the port is in a locked state and the current flowing in the connector is less than a second threshold.

9. The mobile body according to any one of claims 1 to 8, wherein, The mobile body is a vehicle equipped with an energy storage device. The connector is a discharge connector with a socket. The power transmission includes supplying power stored in the energy storage device from the discharge connector connected to the port to a power load connected to the socket, i.e., vehicle-to-load (V2L). In the V2L, the current flowing in the discharge connector connected to the port varies according to the state of the electrical load connected to the socket.

10. A control device for controlling a connector assembly, the connector assembly switching between a locked state and an unlocked state of a connector for power transmission connected to a port of a moving body, wherein, The control device is configured to control the connector device to switch the connector to a locked state when the connector connected to the port is in an unlocked state and the current flowing in the connector is greater than a threshold.

11. A control device for controlling a connector assembly, the connector assembly switching between a locked state and an unlocked state of a connector for power transmission connected to a port of a moving body, wherein, The control device is configured to predict changes in the current flowing in the connector in the unlocked state connected to the port, and control the connector device based on the prediction result to lock the connector before the current flowing in the connector becomes greater than a threshold.

12. The control device according to claim 11, wherein, Based on the prediction, the time until the current flowing in the connector in the unlocked state connected to the port reaches the threshold is predicted. If the predicted time is shorter than the specified time, the connector device is controlled to switch the connector to the locked state.

13. The control device according to claim 12, wherein, The control device is configured to predict the time until the current flowing in the connector reaches the threshold, using the current value flowing in the connector in the unlocked state connected to the port and the predicted rate of current rise. The specified time is longer than the time required for the connector device to switch the connector from an unlocked state to a locked state.

14. A connector locking control method, comprising: When performing power transmission between a port of a mobile body and a connector connected to that port, it is determined whether the connector connected to the port is in an unlocked state; When performing the power transmission, it is determined whether the current flowing in the connector connected to the port is above a threshold. as well as When the connector connected to the port is in an unlocked state and the current flowing in the connector is above the threshold, the connector is switched to a locked state.

15. A connector locking control method, comprising: When performing power transmission between a port of a mobile body and a connector connected to that port, it is determined whether the connector connected to the port is in an unlocked state; During the power transmission, the change in current flowing in the connector in the unlocked state connected to the port is predicted; Based on the prediction results, it is determined whether the current flowing in the connector during the period from the current time point to the elapsed time reaches a threshold. as well as If it is determined that the current flowing in the connector reaches the threshold during the period, the connector is switched to a locked state.

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