Vehicle

Abstract

To bring a vehicle into a proper stand-by state in accordance with a situation of the vehicle when making the vehicle stand-by in a state where electric power transmission is stopped.SOLUTION: A vehicle is provided with a control device and a power storage device. The vehicle is configured to perform electric power transmission between the vehicle and an electric facility while making communication with the electric facility. The control device requires the electric facility to stand by during the electric power transmission (S571 and S581), brings the vehicle into a stand-by state when the requirement for stand-by is received by the electric facility (S573 and S583), and resumes the electric power transmission when a resumption condition is satisfied when the vehicle is in the stand-by state (S575 and S585). The stand-by includes first stand-by in which the vehicle stands by in a state where the electric power transmission is stopped but the communication with the electric facility is maintained, and second stand-by in which the vehicle stands by in a state where not only the electric power transmission but also the communication with the electric facility is stopped. The control device determines which of the first stand-by or the second stand-by should be required to the electric facility, using a power storage amount in the power storage device.SELECTED DRAWING: Figure 3

Description

[Technical field]

[0001] The present disclosure relates to a vehicle that transmits electric power. [Background technology]

[0002] Japanese Patent Laid-Open Publication No. 2013-176274 (Patent Document 1) discloses a technique for maintaining communication between a charging facility (electrical equipment) and a vehicle during charging. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] JP 2013-176274 A Summary of the Invention [Problem to be solved by the invention]

[0004] In recent years, the capacity of the power storage device mounted on the vehicle has been increasing. It is considered that the charging time of the power storage device will become longer as the capacity of the power storage device increases. In addition, the power storage device mounted on the vehicle can also be used for power transmission other than charging (such as discharging to the outside of the vehicle). However, the user does not necessarily want the power transmission to continue for a long time. In addition, there is a possibility that power transmission will not be possible for a certain period of time due to some circumstances. For this reason, in a long-term power transmission, it is considered to stop the power transmission once in the middle, make the vehicle wait in a state where the power transmission is stopped, and resume the power transmission at an appropriate timing. However, in such a power transmission method, if the vehicle waits while maintaining communication between the vehicle and the electric equipment, the power consumption during the standby period increases. On the other hand, if the vehicle waits in a state where the communication is stopped, the power transmission is resumed after the communication is resumed, so that the resumption of the power transmission is delayed. For this reason, there is still room for improvement in how the vehicle is made to wait.

[0005] The present disclosure has been made to solve the above-mentioned problems, and its purpose is to put the vehicle into an appropriate standby state depending on the vehicle's condition when the vehicle is placed on standby with power transmission stopped. [Means for solving the problem]

[0006] A vehicle according to an embodiment of the present disclosure includes a control device and a power storage device. The vehicle is configured to perform power transmission between the vehicle and the electrical equipment while communicating with the electrical equipment. The control device is configured to request the electrical equipment to wait during power transmission, place the vehicle in a standby state when the standby request is accepted by the electrical equipment, and resume power transmission when a resumption condition is satisfied while the vehicle is in the standby state. The standby state includes a first standby state in which the vehicle waits in a state in which power transmission is stopped but communication with the electrical equipment is maintained, and a second standby state in which the vehicle waits in a state in which not only power transmission but also communication with the electrical equipment is stopped. The control device uses the amount of power stored in the power storage device to determine whether to request the electrical equipment to go into the first standby state or the second standby state. Effect of the Invention

[0007] According to the present disclosure, when a vehicle is put on standby with power transmission stopped, it is possible to put the vehicle into an appropriate standby state depending on the situation of the vehicle. [Brief description of the drawings]

[0008] [Figure 1] 1 is a diagram illustrating a power transmission system according to an embodiment of the present disclosure. [Diagram 2] 4 is a flowchart showing charging control according to an embodiment of the present disclosure. [Diagram 3] 3 is a flowchart showing details of the standby control shown in FIG. 2. [Figure 4] 4 is a flowchart showing a modified example of the process shown in FIG. 3. [Diagram 5] FIG. 2 is a diagram showing a modification of the configuration shown in FIG. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0009] DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS The present disclosure will now be described in detail with reference to the accompanying drawings, in which the same or corresponding parts are designated by the same reference characters and will not be described repeatedly.

[0010] FIG. 1 is a diagram illustrating a power transmission system according to an embodiment of the present disclosure. The power transmission system illustrated in FIG. 1 includes a vehicle 100, an EVSE 300, and an EMS 500. "EVSE" stands for Electric Vehicle Supply Equipment. "EMS" stands for Energy Management System. The EVSE 300 receives power from a power system PG. The power system PG is a power network constructed by power transmission and distribution equipment. A plurality of power plants (not shown) are connected to the power system PG. The power system PG supplies AC power, for example, via a substation facility not shown.

[0011] The EVSE 300 includes a control device 310, a charger 331, and a detector 332, and includes a charging cable 320. The charging cable 320 has a connector 320a (charging connector) at its tip, and includes a communication line and a power line inside. One electric wire may serve as both the communication line and the power line. The control device 310 functions as an SECC that communicates with one or more EVCCs, which will be described later. "EVCC" means an Electric Vehicle Communication Controller. "SECC" means a Supply Equipment Communication Controller. The control device 310 may control input / output channels, data encryption, or data transmission between the vehicle 100 and the EVSE 300. The control device 310 is configured to be able to interact with an SA (Secondary Actor). In this embodiment, the EMS 500 corresponds to the SA. The control device 310 is configured to be able to communicate with the EMS 500. The EMS 500 may include a computer that manages the balance between power supply and demand in a building such as a house or a factory, or a computer that functions as an aggregator that bundles multiple resources. The EMS 500 requests the control device 310 to transmit power for energy management as necessary.

[0012] The control device 310 controls the charger 331. The charger 331 includes a power conversion circuit (e.g., an inverter) and is configured to be able to adjust the charging current. The detector 332 includes various sensors (e.g., a current sensor and a voltage sensor) that detect the state of the charger 331 and outputs the detection results to the control device 310. In response to a command from the control device 310, the charger 331 converts AC power supplied from the power system PG into DC power and outputs the DC power to the connector 320a. That is, the EVSE 300 outputs DC power.

[0013] The vehicle 100 includes an inlet 10 to which a connector 320a can be detached. When the connector 320a of the charging cable 320 connected to the main body of the EVSE 300 is connected to the inlet 10 of the parked vehicle 100, the vehicle 100 is electrically connected to the power grid PG via the EVSE 300 (plugged-in state). On the other hand, when the inlet 10 is not connected, the vehicle 100 is not electrically connected to either the EVSE 300 or the power grid PG (plugged-out state).

[0014] The vehicle 100 further includes a battery 11, a system main relay (SMR) 12, a charging relay 13, ECUs 15 and 16, a motor generator (MG) 21, and a power control unit (PCU) 22. Each of the SMR 12 and the charging relay 13 is a high-voltage relay, and may be, for example, an electromagnetic mechanical relay. "ECU" means an electronic control unit. Each ECU (including the ECUs 15 and 16) mounted on the vehicle 100 is supplied with power from an auxiliary battery (not shown). When the amount of stored power in the auxiliary battery becomes low, power is supplied from the battery 11 to the auxiliary battery.

[0015] The ECUs 15 and 16 are configured to be able to communicate with each other. The ECU 15 functions as a computer (battery ECU) that manages the battery 11. The ECU 16 functions as an EVCC that communicates with the SECC (e.g., the control device 310). The ECU 16 may control input / output channels, data encryption, or data transmission between the vehicle 100 and the EVSE 300.

[0016] The battery 11 includes a secondary battery such as a lithium-ion secondary battery. The vehicle 100 is configured to be capable of running using the electric power stored in the battery 11. The vehicle 100 is, for example, an electric vehicle (BEV) that does not include an engine (internal combustion engine). However, the vehicle 100 is not limited to this, and may be a PHEV (plug-in hybrid vehicle) that includes an internal combustion engine, or another type of electric vehicle (xEV).

[0017] The battery 11 is provided with a BMS (Battery Management System) 11a that monitors the state of the battery 11. The BMS 11a includes various sensors that detect the state of the battery 11, and a monitoring IC (integrated circuit) to which detection signals from the various sensors are input. The monitoring IC generates a signal (hereinafter, referred to as a "BMS signal") indicating the state of the battery 11 using the detection signals from the various sensors, and outputs the generated BMS signal to the ECU 15. The ECU 15 acquires, for example, the temperature, current, voltage, and SOC (State Of Charge) of the battery 11 based on the BMS signal. The SOC indicates the amount of stored power, and is, for example, the ratio of the current amount of stored power to the amount of stored power in a fully charged state, expressed as 0 to 100%.

[0018] The vehicle 100 is configured to be able to perform external charging (charging the battery 11 with power from outside the vehicle). The charging relay 13 switches between connection and disconnection of the charging line. During external charging, the SMR 12 and the charging relay 13 are in a closed state (connected state), and DC power output from the EVSE 300 to the vehicle 100 is input to the inlet 10 to charge the battery 11. The ECU 15 controls the SMR 12 and the charging relay 13 according to an instruction from the ECU 16. In the example shown in FIG. 1, a charging line including the inlet 10 and the charging relay 13 is connected between the SMR 12 and the PCU 22. However, this is not limited thereto, and a charging line may be connected between the battery 11 and the SMR 12.

[0019] The ECU 16 includes a processor 161 and a storage device 162. The storage device 162 is configured to be able to save stored information. In addition to programs, the storage device 162 stores various types of information used by the programs. In this embodiment, the processor 161 executes the programs stored in the storage device 162 to perform various types of control (for example, controls shown in Figs. 2 and 3, which will be described later). However, these processes may be performed only by hardware (electronic circuits) without using software.

[0020] The PCU 22 includes, for example, an inverter and a converter, and drives the MG 21 using power supplied from the battery 11. The MG 21 is driven by the PCU 22 to rotate the drive wheels of the vehicle 100. The MG 21 also performs regenerative power generation and outputs the generated power to the battery 11. The SMR 12 switches between connection and disconnection of an electric path from the battery 11 to the PCU 22. The SMR 12 is maintained in a closed state (connected state) while the vehicle 100 is traveling.

[0021] The vehicle 100 and the EVSE 300 perform power transmission (for example, charging or discharging the battery 11 in a plugged-in state). In the power transmission method according to this embodiment, the vehicle 100, which corresponds to an EV (Electric Vehicle), performs power transmission between the vehicle 100 and the EVSE 300 while communicating with the EVSE 300. The EVCC (for example, the ECU 16) of the EV and the SECC (for example, the control device 310) of the EV select a service prior to power transmission. Specifically, the EVCC sets up a communication session and requests available services from the SECC. The SECC replies with an appropriate list of services that can be provided to the EVCC. The EVCC then selects a service it wishes to use and transmits the service ID to the SECC. The SECC replies with detailed information (parameter list) of the selected service. This is performed repeatedly (in a loop). That is, the SECC sequentially transmits service details for each service for which the EVCC requests information. The EVCC then selects, for example, an energy transfer service. Thereby, the EVCC and the SECC exchange messages regarding the physical limitations under rated operating conditions of the selected energy transfer service. Through this message exchange, the EVCC and the SECC select and negotiate the service operation. Once the service operation is decided by agreement between the EVCC and the SECC, the message set to be applied is uniquely determined. If the power transfer is charging an EV, the EVCC and the SECC negotiate the control mode for the charging session during the above service selection process.

[0022] In this embodiment, two types of control modes, more specifically, a scheduled control mode and a dynamic control mode, are adopted. The EVCC and the SECC select one of these control modes. The parameters exchanged are in accordance with the selected control mode. In the scheduled control mode (first control mode), the EVCC generates a power profile, and the EVCC and the SECC negotiate about the generated power profile. That is, in the scheduled control mode, power transmission is performed under the initiative of the EVCC. On the other hand, in the dynamic control mode (second control mode), no negotiation is performed, and control is entirely left to the SECC (off-board system). However, the EVCC transmits limit values ​​of parameters related to the use of the battery mounted on the EV (e.g., upper limits of the charging voltage, charging current, charging power, etc.) to the SECC. The SECC determines a single power setting value to be observed by the EV based on the received limit value, and transmits the determined power setting value to the EVCC. In this way, in the dynamic control mode, power transmission is performed under the initiative of the SECC.

[0023] The following signals are exchanged between the EVCC and the SECC for power transfer. Signals defined in ISO (International Organization for Standardization) 15118-20 may be used.

[0024] The EVCC makes a request to the SECC using the request signal (message) shown below.

[0025] The session setup request is a signal requesting the establishment of a communication session. The session setup request includes identification information (EVCCID) that identifies the EVCC. The session stop request is a signal requesting the end or temporary suspension (Pause) of the power transmission process. The session stop request includes a charging session. "End" and "Pause" can be set for the charging session. A session stop request with "End" or "Pause" set for the charging session requests the end or temporary suspension of the power transmission process, respectively.

[0026] The service discovery request is a signal that requests the transmission of information about all services offered by the SECC. The service discovery request contains a list of identifications (service IDs) that identify the services supported by the EV. The EVCC can restrict the services by sending such a list. The service discovery request distinguishes between the types and scope of different services. The service detail request is a signal that requests the transmission of specific additional information about the services offered by the EVSE. The service detail request contains identifications (service IDs) that identify the services for which additional information is requested. The service selection request is a signal that informs about the selected services. The service selection request contains a list of selected VAS (Value Added Services). This list contains all selected service IDs and parameter set IDs.

[0027] A power supply request (power delivery request) is a signal that requests the SECC to provide power. The power supply request includes an EV power profile (EVPowerProfile) and a charging progress (ChargeProgress). The EV uses the EV power profile to announce and reserve a power transmission profile for the current charging session. The charging progress can be set to "start", "stop", "schedule renegotiation", and "standby". The EVCC can use the power supply request to request standby (hereinafter also referred to as "first standby") and temporary suspension (hereinafter also referred to as "second standby") from the SECC.

[0028] A power supply request with charging progress set to "start" requests the EVSE to prepare the energy flow for an immediate start. A power supply request with charging progress set to "schedule renegotiation" requests the schedule renegotiation mechanism. A power supply request with charging progress set to "standby" requests the EVSE to put the EV into a first waiting period (standby period). If this request is accepted by the EVSE, the EVSE stops the energy flow. In the first waiting period, power transmission between the EV and the EVSE is stopped (zero power). However, in the first waiting period, communication between the EV and the EVSE is maintained, and the contactor provided in the power transmission path is maintained in a closed state (connected state).

[0029] A power supply request with "stop" set in the charging progress requests the EVSE to stop the energy flow. If the EVCC desires a second pause, the EVCC sends a power supply request with "stop" set in the charging progress to the SECC, and then sends a session stop request with "temporary stop" set in the charging session to the SECC. This session stop request requests the EVSE to enter a second standby period (temporary stop period). If this request is accepted by the EVSE, the EVSE stops the energy flow and then stops communication so that the energy flow will resume at the timing indicated by the EV power profile. In the second standby period, the contactors provided in the path of the power transmission are opened (disconnected), and power transmission between the EV and the EVSE is stopped (zero power). Zero power is guaranteed by disconnecting the contactors. In addition, in the second standby period, communication between the EV and the EVSE is stopped.

[0030] The charging loop request is a signal that periodically notifies the EVSE of information related to charging. For example, in the dynamic control mode, the EVCC periodically notifies the SECC of the current values ​​of the charging parameters (charging voltage, charging current, charging power, etc.) using the charging loop request. In the planned control mode, the EVCC periodically notifies the SECC of the current values ​​of the charging parameters, the target values ​​of the charging parameters required by the EV, and the differences between the target values ​​and the current values ​​using the charging loop request.

[0031] In response to a request from the EVCC, the SECC transmits the response signal (message) shown below.

[0032] The session setup response is a response signal to the session setup request. The session setup response includes an EVSEID and a response code. The EVSEID is identification information that identifies the EVSE connected to the EV. The response code indicates whether the establishment of a new session or the participation in a previous communication session was successful. The session stop response is a response signal to a session stop request. The session stop response informs the EVCC whether the suspension of the power transfer process was accepted or whether the termination of the power transfer process was successful.

[0033] The service discovery response is a response signal to a service discovery request. The service discovery response contains a list of all services available in the SECC. The service detail response is a response signal to a service detail request. The service detail response provides details about the service. The service selection response is a response signal to a service selection request. The service selection response informs the EVCC whether the selected service was accepted or not.

[0034] A power supply response (power delivery response) is a response signal to a power supply request. The power supply response includes information indicating whether the power requested by the power supply request is available or not, or whether the EVSE accepts the standby requested by the power supply request or not. The power supply response also includes an EVSE status that indicates the state of the EVSE or notifies an event related to the EVCC.

[0035] The charging loop response is a response signal to the charging loop request. The charging loop response notifies the EV of the state of the EVSE and the current and voltage output by the EVSE. The charging loop response includes parameters indicating the current EVSE current and voltage, parameters indicating whether the current EVSE current, voltage, and power have reached their upper limit values, and parameters indicating the energy charged during the current service session.

[0036] A communication session always starts with the above session establishment message pair and ends with a session stop message pair. During a communication session, EVCC can enter a first waiting period and resume communication after the first waiting period has elapsed. All messages in a communication session have a session ID that allows managing the session at the application level. The session ID is negotiated between EVCC and SECC by the session establishment message pair. All messages except the session establishment request message use the same session ID.

[0037] Fig. 2 is a flowchart showing charging control according to this embodiment. The process flow shown in Fig. 2 is executed by the ECU 16 when a predetermined charging start condition is satisfied in the vehicle 100 in a plugged-in state. The charging start condition is satisfied, for example, when the vehicle 100 is connected to the EVSE 300 and enters the plugged-in state described above. Each step in the flowchart is simply represented as "S".

[0038] 2, in S11, the ECU 16 (EVCC) starts communication with the control device 310 (SECC) and executes service selection and mode selection through this communication. Specifically, the ECU 16 and the control device 310 select a service for charging the battery 11 through the above-mentioned service selection process. In addition, the ECU 16 and the control device 310 select either the planned control mode or the dynamic control mode depending on the situation of the vehicle 100. For example, when the EMS 500 requests the control device 310 to charge for energy management, the dynamic control mode may be selected, and when not, the planned control mode may be selected.

[0039] In S12, the ECU 16 determines whether the planned control mode or the dynamic control mode has been selected. If the planned control mode has been selected in S11 (S12: Scheduled), the process proceeds to S21. In S21, the ECU 16 generates a power transmission profile for the current charging session. The power transmission profile indicates a charging plan, and corresponds to an example of "schedule information" according to the present disclosure. In this embodiment, a power transmission profile including a charging standby period is generated. In the following S22, the ECU 16 determines whether a predetermined standby condition is satisfied. The standby condition can be set arbitrarily. For example, the standby condition may be satisfied when the current time is included in a predetermined time period (hereinafter referred to as a "standby time period"). A time period during which electricity charges are high or a time period during which electricity demand is high may be set as the standby time period. In this embodiment, the power transmission profile indicates the standby time period.

[0040] If the standby condition is not satisfied (NO in S22), the process proceeds to S31. In S31, the ECU 16 executes charging control of the battery 11. At the start of charging control, the ECU 16 negotiates with the control device 310 about the power transfer profile (S21) using the power supply request, and the power transfer profile is modified as necessary. Thereafter, the ECU 16 executes charging control according to the agreed upon power transfer profile using the charging loop request. The control device 310 basically controls the charger 331 in response to a request from the ECU 16.

[0041] In the next step S32, the ECU 16 determines whether charging of the battery 11 is complete. If charging is not complete (NO in S32), the process returns to S12. On the other hand, if charging is complete (YES in S32), the ECU 16 ends the charging control and power transmission process in S33 using a power supply request and a session stop request. This ends the process flow shown in FIG. 2.

[0042] When the standby condition is met (YES in S22), the ECU 16 executes standby control in S23. Fig. 3 is a flowchart showing the details of the standby control in S23.

[0043] Referring to FIG. 3, in S51, the ECU 16 acquires the standby time indicated by the EV power profile of the power supply request and the SOC of the battery 11 detected by the BMS 11a. The standby time corresponds to the time from the start of standby to the end of standby in the charging plan. Then, the ECU 16 determines whether or not all of the first to third requirements are satisfied for the SOC and standby time acquired in S51 through the processes of S52 to S55. The first requirement is that the SOC of the battery 11 is equal to or greater than a first reference value (Th1). The second requirement is that the standby time is less than a second reference value (Th2). The third requirement is that the standby time is less than a third reference value (Th3). Each of Th1 and Th2 is a fixed value. In one example, Th1 and Th2 are 20% and 60 minutes, respectively.

[0044] Specifically, in S52 and S53, it is determined whether the first and second requirements are satisfied, respectively. If the state of charge (SOC) is less than Th1 (NO in S52) as shown by region R11 in FIG. 3, the process proceeds to S581. If the standby time is longer than Th2 (NO in S53) as shown by region R12 in FIG. 3, the process proceeds to S581. If the state of charge (SOC) is greater than Th1 and the standby time is shorter than Th2 (YES in both S52 and S53), the ECU 16 sets Th3 based on the SOC of the battery 11 in S54. For example, as shown in the graph in FIG. 3, the ECU 16 increases Th3 as the SOC of the battery 11 increases. Next, the ECU 16 determines whether the third requirement is satisfied in S55. If the standby time is longer than Th3 (NO in S55) as shown by region R13 in FIG. 3, the process proceeds to S581. 3, if the waiting time is shorter than Th3 (YES in S55), the process proceeds to S571, which means that all of the first to third requirements are met.

[0045] In S571, the ECU 16 requests the EVSE 300 to enter a first standby state. Then, in S572, the ECU 16 determines whether the request for the first standby state has been accepted by the EVSE 300. Specifically, the ECU 16 requests the EVSE 300 to enter the first standby state by transmitting a power supply request for the above-described charging progress "standby" to the control device 310. Thereafter, when the ECU 16 receives a power supply response indicating that the request for the first standby state is accepted from the control device 310, the determination in S572 is YES, and the process proceeds to S573.

[0046] In S573, the ECU 16 puts the vehicle 100 into a first standby state. In the first standby state, the vehicle 100 waits while power transmission is stopped but communication with the EVSE 300 is maintained. In response to a standby request from the ECU 16, the control device 310 controls the charger 331 to stop power transmission, so that the transmission power is maintained at zero during the first standby state. However, the contactors (SMR 12 and charging relay 13) provided on the path of power transmission are maintained in a closed state. In the first standby state, the communication function of the ECU 16 is operating to maintain communication between the ECU 16 and the control device 310.

[0047] In the next step S574, the ECU 16 determines whether a predetermined restart condition is satisfied. In this embodiment, the restart condition is satisfied when the above-mentioned standby time (S51) has elapsed since the vehicle 100 entered the first standby state. While the restart condition is not satisfied (NO in S574), S573 and S574 are repeated, and the vehicle 100 is maintained in the first standby state. When the restart condition is satisfied (YES in S574), the ECU 16 releases the standby state of the vehicle 100 in S575. Specifically, the ECU 16 resumes transmitting a signal for charge control to the control device 310. Thereafter, the process flow shown in FIG. 3 ends, and the process proceeds to S31 in FIG. 2. As a result, power transmission is resumed in S31. When the restart is performed, the sequence is executed from immediately before the start of charging. When the request for the first standby is not accepted by the EVSE 300 (NO in S572), the process similarly proceeds to S31 in FIG. 2. Even if the first standby request is not accepted, during the zero power period indicated by the power transmission profile, the processing in S31 controls the transmission power between the vehicle 100 and the EVSE 300 to a value of zero or close to zero.

[0048] In S581, the ECU 16 requests the EVSE 300 to enter a second standby state (Pause). Then, in S582, the ECU 16 determines whether the request for the second standby state has been accepted by the EVSE 300. Specifically, the ECU 16 transmits a power supply request for the charging progress "stop" to the control device 310, and then transmits a session stop request for the charging session "pause" to the control device 310, thereby requesting the EVSE 300 to enter the second standby state. Thereafter, when the ECU 16 receives a session stop response from the control device 310 indicating that the request for the second standby state is accepted, the determination in S582 is YES, and the process proceeds to S583.

[0049] In S583, the ECU 16 puts the vehicle 100 into a second standby state. In the second standby (Pause), the vehicle 100 waits with not only power transmission but also communication with the EVSE 300 stopped. The control device 310 stops power transmission in response to a standby request from the ECU 16, and stops communication so that communication will be resumed when the above-mentioned standby time (S51) has elapsed. During the second standby, the ECU 16 also keeps the contactors (SMR 12 and charging relay 13) provided on the path of power transmission in an open state (disconnected state). Furthermore, during the second standby, the communication function (communication module) of the ECU 16 is stopped to reduce power consumption.

[0050] In the next step S584, the ECU 16 determines whether a predetermined restart condition is satisfied. In this embodiment, the restart condition is satisfied when the above-mentioned standby time (S51) has elapsed since the vehicle 100 entered the second standby state. While the restart condition is not satisfied (NO in S584), S583 and S584 are repeated, and the vehicle 100 is maintained in the second standby state. When the restart condition is satisfied (YES in S584), the ECU 16 releases the standby state of the vehicle 100 in S585. Specifically, the ECU 16 activates the communication function, and then closes the contactors (SMR 12 and charging relay 13) provided in the path of the power transmission. The charging relay 13 is closed after an insulation check. Then, the ECU 16 resumes transmitting a signal for charging control to the control device 310. Thereafter, the process flow shown in FIG. 3 ends, and the process proceeds to S31 in FIG. 2. As a result, the power transmission is resumed in S31. When the sequence is resumed, it is executed from the beginning. ECU 16 holds information (such as the session ID) before the second standby (Pause) until connector 320a is removed. Also, if the request for the second standby is not accepted by EVSE 300 (NO in S582), the process similarly proceeds to S31 in FIG. 2.

[0051] 2 again, when the dynamic control mode is selected in S11 (S12: Dynamic), the process proceeds to S41. In S41, ECU 16 determines whether or not a second standby (Pause) request has been received from EVSE 300. When ECU 16 has not received the second standby request (NO in S41), the process proceeds to S30.

[0052] In S30, the ECU 16 transmits information for charging control of the battery 11 to the EVSE 300. At the start of charging control, the ECU 16 transmits limit values ​​of charging parameters to the control device 310. After that, the ECU 16 periodically notifies the control device 310 of the current values ​​of the charging parameters by using a charging loop request. Charging control in the dynamic control mode is left to the control device 310. The control device 310 may control the charger 331 in response to a request from the EMS 500. After the process of S30 is executed, the process proceeds to the above-mentioned S32.

[0053] When the ECU 16 receives a request for the second standby state (YES in S41), the ECU 16 places the vehicle 100 in the second standby state in S42, similar to S583 in FIG. 3. In the following S43, the ECU 16 determines whether a predetermined restart condition is satisfied. In this embodiment, the restart condition is satisfied when the ECU 16 receives a request to release the standby state from the control device 310. While the restart condition is not satisfied (NO in S43), S42 and S43 are repeated, and the vehicle 100 is maintained in the second standby state. When the restart condition is satisfied (YES in S43), the ECU 16 releases the standby state of the vehicle 100 in S44, similar to S585 in FIG. 3. Thereafter, the process returns to S12.

[0054] As described above, the power transmission method according to this embodiment includes the processes shown in Fig. 2 and Fig. 3. The ECU 16 (control device) included in the vehicle 100 requests the EVSE 300 (electrical equipment) to wait during power transmission (S571, S581 in Fig. 3), puts the vehicle 100 in a standby state when the standby request is accepted by the EVSE 300 (S573, S583 in Fig. 3), and resumes power transmission when a resumption condition is satisfied while the vehicle 100 is in the standby state (S575, S585 in Fig. 3). Then, the ECU 16 uses the amount of power stored in the battery 11 (power storage device) to determine whether to request the EVSE 300 to go into a first standby state or a second standby state.

[0055] According to the above configuration, it is possible to appropriately use the first standby mode, which allows power transmission to be resumed quickly, and the second standby mode, which consumes less power, depending on the amount of stored power in the battery 11.

[0056] More specifically, in the above embodiment, the ECU 16 determines whether to request the EVSE 300 to enter the first standby state or the second standby state based on the first to third requirements (see FIG. 3). With this configuration, an appropriate standby state is selected according to the situation. Then, it is possible to suppress the delay in resuming power transmission from a short standby state while suppressing the power consumption due to a long standby state. In addition, by selecting the second standby state when the amount of stored power in the battery 11 is less than the first reference value, it is possible to suppress the power of the battery 11 from becoming too low due to the power consumption during standby. Furthermore, by selecting the first standby state when the standby time is short, it is possible to suppress an increase in the number of times the high-voltage relay is driven (and thus the deterioration of the relay).

[0057] In the above embodiment, the ECU 16 requests the first standby and the second standby in the planned control mode, but the ECU 16 does not request either the first standby or the second standby in the dynamic control mode (see FIGS. 3 and 4). This allows the power transmission control (charging control) left to the EVSE 300 in the dynamic control mode to be smoothly performed. However, the present invention is not limited to this, and the ECU 16 may be configured to request the first standby in the dynamic control mode.

[0058] In the above embodiment, the first power transmission in which the electric equipment transmits power for charging the power storage device to the vehicle has been exemplified. However, the type of power transmission is not limited to the first power transmission (charging), and the control shown in Figs. 2 and 3 may be applied to a second power transmission in which the vehicle transmits power discharged from the power storage device to the electric equipment, or a third power transmission in which power is exchanged bidirectionally between the vehicle and the electric equipment. Each of the first and second power transmissions may be conductive power transfer (CPT) or wireless power transfer (WPT). The third power transmission is also called "Bidirectional Power Transfer (BPT)".

[0059] The ECU 16 may execute the control shown in Fig. 4 instead of the control shown in Fig. 3. Fig. 4 is a flowchart showing a modified example of the process shown in Fig. 3. In the process flow shown in Fig. 4, S53A and S56 are adopted instead of S53 to S55 (Fig. 3).

[0060] 4, when it is determined in S52 that the state of charge (SOC) is equal to or greater than Th1 (YES in S52), the process proceeds to S53A. In S53A, ECU 16 determines whether or not the time elapsed since the start of standby is equal to or greater than a fourth reference value (Th4). When vehicle 100 is not in a standby state, NO is determined in S53A, and the process proceeds to S56. In S56, ECU 16 determines whether or not vehicle 100 is in a first standby state. When vehicle 100 is not in the first standby state (NO in S56), the process proceeds to S571. Then, in S571, a request for a first standby (Standby) is made to EVSE 300. On the other hand, when vehicle 100 is in the first standby state (YES in S56), the process proceeds to S573. Then, in S573, vehicle 100 continues in the first standby state. In S571 to S575 in FIG. 4, the same processes as S571 to S575 in FIG. 3 are executed, respectively. However, if NO is determined in S574, the process returns to S53A. If a time equivalent to Th4 has elapsed since the start of the first standby before it is determined in S574 that the restart condition is satisfied (YES in S53A), the process proceeds to S581. Then, in S581, a second standby (Pause) request is made to EVSE 300. In S581 to S585 in FIG. 4, the same processes as S581 to S585 in FIG. 3 are executed, respectively. Therefore, if a request for the second standby is accepted by EVSE 300 during the first standby (YES in S582), the standby state of vehicle 100 is switched from the first standby state to the second standby state in S583.

[0061] Even with the control according to the above modification, when the vehicle is placed on standby with power transmission stopped, it is possible to place the vehicle in an appropriate standby state depending on the situation of the vehicle.

[0062] The EVSE 300 shown in Fig. 1 is configured to output DC power to the vehicle 100. However, the configurations of the vehicle and the EVSE are not limited to those shown in Fig. 1. Fig. 5 is a diagram showing a modified example of the configuration shown in Fig. 1. In the power transmission system shown in Fig. 5, a charger is mounted on the vehicle instead of the EVSE.

[0063] With reference to FIG. 5, the vehicle 100A includes a charger 31 and a detector 32. The charger 31 includes a power conversion circuit (e.g., an inverter) and is configured to be able to adjust a charging current. The power conversion circuit performs DC (direct current) / AC (alternating current) conversion. The detector 32 includes various sensors that detect charging parameters (current, voltage, etc.) and outputs the detection results to the ECU 15. The ECU 15 controls the charger 31 according to instructions from the ECU 16. The EVSE 300A also includes a control device 310A, a power supply circuit 341, and a detector 342. The power supply circuit 341 converts the power received from the power system PG into power suitable for power supply to the vehicle, and outputs the converted power to the charging cable 320. The detector 342 includes various sensors that detect power supply parameters (current, voltage, etc.) and outputs the detection results to the control device 310A. The EVSE 300A outputs AC power to the vehicle 100A. The control device 310A is configured to be able to communicate with each of the ECU 16 and the EMS 500. In such a power transmission system, the ECU 16 controls the charger 31 to perform charging control of the battery 11. In the planned control mode, the ECU 16 controls the charger 31 according to an agreed-upon power transmission profile. In the dynamic control mode, the ECU 16 controls the charger 31 according to instructions from the control device 310A.

[0064] Each of the vehicles 100, 100A shown in FIG. 1 and FIG. 5 is merely an example of a vehicle that transmits power. Other vehicle configurations may be adopted. For example, the vehicle may have a configuration that supports both AC charging and DC charging. The vehicle may also be configured to be capable of contactless charging. Each of the configurations shown in FIG. 1 and FIG. 5 may be modified to enable external power supply (power supply from the battery 11 to the outside of the vehicle). For example, the chargers 331, 31 may be modified to bidirectional chargers and dischargers. Furthermore, each of the EVSEs 300, 300A shown in FIG. 1 and FIG. 5 is merely an example of electrical equipment. Any electrical equipment (accessories, devices, power outlets, appliances, etc.) that supplies electrical energy to the EV and communicates with the EV as necessary may be adopted.

[0065] The embodiments disclosed herein should be considered to be illustrative and not restrictive in all respects. The scope of the present invention is defined by the claims, not by the description of the embodiments described above, and is intended to include all modifications within the meaning and scope of the claims. [Explanation of symbols]

[0066] 11 Battery, 15,16 ECU, 100,100A Vehicle, 300,300A EVSE, 310,310A Control Unit, 500 EMS.

Claims

1. A vehicle including a control device and a power storage device, The vehicle is configured to communicate with an electrical equipment and transmit power between the vehicle and the electrical equipment; The control device includes: requesting the electrical equipment to stand by during the power transmission, and putting the vehicle into a stand-by state when the stand-by request is accepted by the electrical equipment; When a restart condition is satisfied while the vehicle is in the standby state, the power transmission is restarted. The standby mode includes a first standby mode in which the vehicle waits in a state in which the power transmission is stopped but communication with the electrical equipment is maintained, and a second standby mode in which the vehicle waits in a state in which not only the power transmission but also the communication with the electrical equipment is stopped, The control device determines whether to request the electrical equipment to be in the first standby state or the second standby state, using the amount of electricity stored in the electricity storage device.

2. The control device is configured to obtain schedule information indicating the resumption condition for the power transmission; the restart condition is satisfied when a predetermined waiting time has elapsed since the vehicle entered the waiting state, 2 . The vehicle according to claim 1 , wherein the control device determines whether to request the electrical equipment to enter the first standby state or the second standby state based on the amount of stored power in the power storage device and the standby time indicated by the schedule information.

3. When a standby condition is satisfied, the control device If the amount of stored power in the power storage device is less than a first reference value, a request is made to the electrical equipment to enter the second standby state; If the standby time is longer than a second reference value, a second standby request is issued to the electrical equipment; 3. The vehicle according to claim 2, configured to, if the amount of stored power in the power storage device is greater than the first reference value and the standby time is shorter than the second reference value, set a third reference value based on the amount of stored power in the power storage device, and determine whether to request the electrical equipment to perform the first standby or the second standby based on whether the standby time is shorter than the third reference value.

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

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

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