Vehicle and system

Abstract

To provide a vehicle and a system that facilitate power transmission desired by a vehicle user.SOLUTION: A vehicle is configured to perform power transmission to an electrical facility. The vehicle is configured to perform power transmission in either a first control mode or a second control mode (S16, S17). The first control mode is a control mode in which power transmission is performed on the basis of a command determined by the vehicle. The second control mode is a control mode in which power transmission is performed on the basis of a command determined by the electrical facility. The vehicle is configured to acquire user mode information indicating which of the first control mode and the second control mode a user of the vehicle desires. The vehicle uses the user mode information to determine which of the first control mode and the second control mode is to be indicated to the electrical facility (S13).SELECTED DRAWING: Figure 3

Description

[Technical field]

[0001] The present disclosure relates to vehicles and systems that perform power transfer. [Background technology]

[0002] JP 2021-158838 A (Patent Document 1) discloses a technology for energy management by transmitting power between a vehicle and electrical equipment. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Patent Publication No. 2021-158838 Summary of the Invention [Problem to be solved by the invention]

[0004] In order to perform highly responsive energy management according to the supply and demand situation, it is desirable to transmit power based on instructions determined by the electrical equipment. However, in a system in which power transmission is initiated by the electrical equipment, sufficient power is not necessarily supplied to the vehicle in a situation in which the vehicle user desires early completion of charging. On the other hand, in a system in which power transmission is initiated by the vehicle, energy management may not be performed appropriately. There is still room for improvement in the control mode of power transmission between the vehicle and the electrical equipment.

[0005] The present disclosure has been made to solve the above-mentioned problems, and has a purpose to provide a vehicle and a system that facilitates power transmission as desired by the vehicle user. [Means for solving the problem]

[0006] A vehicle according to an embodiment of the present disclosure is configured to perform power transmission with an electrical equipment. The vehicle is configured to perform power transmission in either a first control mode or a second control mode. The first control mode is a control mode in which power transmission is performed based on an instruction determined by the vehicle. The second control mode is a control mode in which power transmission is performed based on an instruction determined by the electrical equipment. The vehicle is configured to obtain user mode information indicating whether a user of the vehicle desires the first control mode or the second control mode. The vehicle uses the user mode information to determine whether the first control mode or the second control mode is to be notified to the electrical equipment. Effect of the Invention

[0007] According to the present disclosure, power transmission desired by a vehicle user can be easily achieved. [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] 2 is a flowchart showing a process performed by the user terminal shown in FIG. 1. [Diagram 3] 4 is a flowchart showing charging control according to an embodiment of the present disclosure. [Figure 4] 4 is a flowchart showing details of the planned charge control shown in FIG. 3. [Diagram 5] 4 is a flowchart showing details of the dynamic charging control shown in FIG. 3. [Figure 6] 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). The detector 332 includes various sensors that detect the state (voltage, current, temperature, etc.) 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. The EVSE 300 outputs the 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 human machine interface (HMI) 17, a communication device 19, a motor generator (MG) 21, and a power control unit (PCU) 22. "ECU" stands for 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. 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, various types of information used by the programs are stored in the storage device 162. The storage device 162 stores, for example, information used in the control of power transmission (including a scheduled departure time and user mode information, which will be described later). In this embodiment, the processor 161 executes the programs stored in the storage device 162, thereby performing various types of control (for example, controls shown in FIGS. 3 to 5, 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 HMI 17 includes an input device and a display device. The HMI 17 may include a touch panel display. The HMI 17 may include an operation unit (e.g., a button) provided on the steering wheel. The HMI 17 may include a meter panel and / or a head-up display. The HMI 17 may include a smart speaker that accepts voice input.

[0022] The communication device 19 may include a TCU (Telematics Control Unit) and / or a DCM (Data Communication Module) that perform wireless communication. The ECU 16 performs wireless communication with the mobile terminal 200 through the communication device 19. The mobile terminal 200 is configured to be portable by a user. In this embodiment, a smartphone equipped with a touch panel display is adopted as the mobile terminal 200. The smartphone has a built-in computer and a speaker function. However, the present invention is not limited to this, and a laptop, a portable game machine, a wearable device, an electronic key, and the like can also be adopted as the mobile terminal 200.

[0023] The vehicle 100 and the EVSE 300 perform power transmission (for example, charging 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 vehicle 100 is configured to perform power transmission in either a scheduled control mode or a dynamic control mode. The scheduled control mode corresponds to a first control mode in which power transmission is performed based on an instruction determined by the vehicle. The dynamic control mode corresponds to a second control mode in which power transmission is performed based on an instruction determined by an electric equipment (EVSE). These control modes may have characteristics defined in ISO (International Organization for Standardization) 15118-20. In the dynamic control mode, the vehicle 100 is enabled to perform power transmission for a VPP (Virtual Power Plant).

[0024] Application software (hereinafter, simply referred to as "app") related to the power transmission is installed in the mobile terminal 200. The mobile terminal 200 is operated by a user (vehicle user) of the vehicle 100. The mobile terminal 200 accepts an input (hereinafter, referred to as "desired mode input") indicating whether the vehicle user desires the planned control mode or the dynamic control mode through the app. FIG. 2 is a flowchart showing a process executed by the mobile terminal 200 while the app is running. Each step in the flowchart is simply represented as "S". For example, when the app is started by a user operation on the mobile terminal 200, the mobile terminal 200 starts the process flow shown in FIG. 2. In this embodiment, the mobile terminal 200 functions as a user terminal. However, instead of the mobile terminal 200, the HMI 17 may execute the process flow shown in FIG. 2 as a user terminal.

[0025] 2, in S101, the mobile terminal 200 displays a screen Sc1 or Sc2. Specifically, the mobile terminal 200 holds user mode information indicating whether the vehicle user desires the planned control mode or the dynamic control mode. Hereinafter, a state in which the user mode information indicates that the vehicle user desires the planned control mode is referred to as a "first user setting." Also, a state in which the user mode information indicates that the vehicle user desires the dynamic control mode is referred to as a "second user setting."

[0026] The mobile terminal 200 in the first user setting displays a screen Sc1 in S101. The screen Sc1 includes display units M1 to M3 and operation units M4 and M5. The display unit M1 shows the scheduled departure time set in the application. The set value of the scheduled departure time is changeable. For example, when the user touches the display unit M1, a keypad for inputting a numerical value may be displayed. The display unit M2 shows the SOC of the battery 11. The display unit M3 shows the mileage of the vehicle 100. The mobile terminal 200 successively receives the SOC of the battery 11 detected by the BMS 11a from the vehicle 100. The mobile terminal 200 calculates the mileage of the vehicle 100 based on the SOC of the battery 11. The operation unit M4 accepts a desired mode input. The operation unit M4 is, for example, a toggle switch, and is switched on / off according to an operation from the user. The vehicle user can switch from the first user setting to the second user setting by operating the operation unit M4 to ON. The operation unit M5 accepts an input (for example, a button operation) for terminating an application.

[0027] The mobile terminal 200 in the second user setting displays the screen Sc2 in S101. The screen Sc2 includes the display units M1 to M3 and the operation units M4 and M5, similar to the screen Sc1. However, in the screen Sc2, the operation unit M4 is turned on. The vehicle user can switch from the second user setting to the first user setting by turning off the operation unit M4.

[0028] In the next step S102, the mobile terminal 200 judges whether or not it has received an input for changing the settings from the user. Specifically, when the scheduled departure time is changed or the operation unit M4 is switched on / off on the screen Sc1 or Sc2, it is judged as YES in S102, and the process proceeds to S103. In S103, the mobile terminal 200 changes information (e.g., the scheduled departure time or user mode information) held in its own storage device in response to the input from the user. This updates the settings of the mobile terminal 200. Furthermore, the mobile terminal 200 requests the vehicle 100 to change the settings in the same way. Specifically, the mobile terminal 200 transmits user mode information in response to the input from the user to the vehicle. This changes the information (scheduled departure time and user mode information) held in the storage device 162 in response to the above user input to the mobile terminal 200. The vehicle 100 (ECU 16) being set to the second user setting means that the VPP function of the vehicle 100 is turned on. Thereafter, the process proceeds to S104. On the other hand, if mobile terminal 200 has not received an input for changing the settings (NO at S102), the process of S103 (settings update) is not performed and the process proceeds to S104.

[0029] In S104, the mobile terminal 200 judges whether the scheduled departure time is approaching. Specifically, the mobile terminal 200 judges whether the time is a predetermined time (e.g., 30 minutes) before the set scheduled departure time. If the scheduled departure time is approaching (YES in S104), the mobile terminal 200 judges whether the current setting is the second user setting in S105. If the current setting is the second user setting (YES in S105), the mobile terminal 200 judges whether the amount of stored power in the battery 11 is insufficient for the next trip in S106. The mobile terminal 200 may judge whether the SOC of the battery 11 is equal to or less than a predetermined value. Alternatively, the mobile terminal 200 may judge whether the travelable distance of the vehicle 100 is equal to or less than a predetermined value. If the amount of stored power in the battery 11 is insufficient (YES in S106), the mobile terminal 200 notifies the user by, for example, display or sound (including voice) in S107. Through this notification process, the mobile terminal 200 prompts the vehicle user to switch from the second user setting to the first user setting.

[0030] When the process of S107 is executed, the process proceeds to S108. On the other hand, when it is determined as NO in any of S104, S105, and S106, the process of S107 (notification process) is not performed and the process proceeds to S108. In S108, the mobile terminal 200 determines whether or not to terminate the app. For example, when the user operates the operation unit M5 on the screen Sc1 or Sc2, it is determined as YES in S108 and the process flow ends. If the app is not to be terminated (NO in S108), the process returns to S101 and the display of the screen continues.

[0031] In this embodiment, the scheduled departure time is set by the user, but the mobile terminal 200 may receive the scheduled departure time from the vehicle 100. The vehicle 100 (ECU 16) may predict the departure time of the vehicle 100 based on past data (travel history data) and transmit the predicted departure time (scheduled departure time) to the mobile terminal 200. The processing flow shown in Fig. 2 may be modified as appropriate. For example, S104 to S107 may be omitted.

[0032] Referring again to FIG. 1, the EVCC (e.g., ECU 16) of the EV and the SECC (e.g., control device 310) of the EV select a service prior to power transfer. Specifically, the EVCC sets up a communication session and requests the SECC for available services. The SECC responds with an appropriate list of services that can be provided to the EVCC. The EVCC then selects a service it wants to use and sends the service ID to the SECC. The SECC replies with detailed information (parameter list) of the selected service. This is performed repeatedly (loop). That is, the SECC sequentially sends service details for each service for which the EVCC requests information. The EVCC then selects, for example, an energy transfer service. As a result, the EVCC and the SECC exchange messages regarding the physical limitations under rated operating conditions of the selected energy transfer service. The EVCC and the SECC select and negotiate a service operation through this message exchange. When the service operation is determined by agreement between the EVCC and the SECC, the message set to be applied is uniquely determined. In one example, the following signals are exchanged between the EVCC and the SECC. Signals defined in ISO15118-20 may be used.

[0033] The EVCC makes a request to the SECC using the request signal (message) shown below.

[0034] The session setup request is a signal requesting the establishment of a communication session. The session setup request includes identification information (EVCCID) that identifies the EVCC. The session stop request is a signal requesting the end or pause of the power transmission process. The session stop request includes a charging session. "End" and "Pause" can be set in the charging session. A session stop request with "End" or "Pause" set in the charging session requests the end or pause of the power transmission process, respectively.

[0035] 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 type 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 the identifications (service IDs) of 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.

[0036] The schedule exchange request is a signal that provides the power transmission parameters to the SECC and requests the SECC to provide information on power transmission. The schedule exchange request provides, for example, status information on the EV and additional power transmission parameters (for example, the amount of charging power required to eliminate the shortage of the stored power amount and the scheduled departure time, which are obtained in the process flow shown in FIG. 2).

[0037] A power supply request (power delivery request) is a signal that requests the SECC to provide power. The power supply request includes control mode information, an EV power profile, and a charging progress. 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 pause (hereinafter also referred to as "second standby") from the SECC.

[0038] 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). During the first waiting period, power transmission between the EV and the EVSE is stopped (zero power). However, during the first waiting period, communication between the EV and the EVSE is maintained.

[0039] A power supply request with "stop" set in the charging progress requests the EVSE to stop the energy flow. When the EVCC desires a second standby (Pause), the EVCC transmits a power supply request with "stop" set in the charging progress to the SECC, and then transmits a session stop request with "pause" set in the charging session to the SECC. During the second standby period, power transmission between the EV and the EVSE is stopped, and communication between them is also stopped.

[0040] 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 ​​and limit 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.

[0041] In response to a request from the EVCC, the SECC transmits the response signal (message) shown below.

[0042] 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 of the EVSE connected to the EV. The response code indicates whether the establishment of a new session or the joining of 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 pause of the power transfer process was accepted or whether the termination of the power transfer process was successful.

[0043] 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 (including EVSE specific information). 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.

[0044] The schedule exchange response is a response signal to the schedule exchange request. The schedule exchange response provides cost information, for example, regarding at least one of money, time, demand, and consumption of the power transmission. The SECC may use the schedule exchange response to provide applicable power transmission parameters from a power system (grid) perspective.

[0045] 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.

[0046] 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.

[0047] 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.

[0048] Fig. 3 is a flowchart showing charging control according to this embodiment. The process flow shown in Fig. 3 is executed by ECU 16 when a predetermined charging start condition is satisfied in vehicle 100 in a plugged-in state. The charging start condition is satisfied, for example, when vehicle 100 is connected to EVSE 300 and enters the plugged-in state described above.

[0049] With reference to FIG. 3, in S11, the ECU 16 (EVCC) starts communication with the control device 310 (SECC). This starts up a communication session. Subsequently, in S12 and S21, the ECU 16 and the control device 310 select a service through the above-mentioned service selection process. At this time, the control device 310 transmits specification information of the EVSE 300 (information on the physical capabilities and operation mode of the system, etc.) to the ECU 16 by using the service detail response. This specification information corresponds to equipment mode information indicating whether or not the electrical equipment (EVSE) supports the first control mode (planned control mode). Hereinafter, the EVSE 300 connected to the vehicle 100 supports the planned control mode will be referred to as "EVSE compatible", and the EVSE 300 that does not support the planned control mode will be referred to as "EVSE non-compatible".

[0050] In the next step S13, the ECU 16 selects either the planned control mode or the dynamic control mode using the user mode information and the specification information of the EVSE 300. Then, in step S14, the ECU 16 notifies the EVSE 300 of the selected control mode using a power supply request. In this embodiment, when the first user setting and EVSE compatibility are satisfied, the ECU 16 notifies the EVSE 300 of the planned control mode in step S14. On the other hand, when the second user setting or EVSE non-compatibility is satisfied, the ECU 16 notifies the EVSE 300 of the dynamic control mode in step S14. However, when the EVSE 300 does not support the dynamic control mode but supports the planned control mode, the ECU 16 notifies the EVSE 300 of the planned control mode even in the case of the second user setting.

[0051] In S22, the control device 310 receives a notification (control mode information) from the vehicle 100. In the following S15 and S23, the ECU 16 and the control device 310 respectively determine whether the planned control mode or the dynamic control mode has been selected. If the planned control mode has been selected, the process proceeds to S16 and S24, respectively. In S16 and S24, the planned charging control shown in FIG. 4, which will be described later, is executed. If the dynamic control mode has been selected, the process proceeds to S17 and S25, respectively. In S17 and S25, the dynamic charging control shown in FIG. 5, which will be described later, is executed. In this way, when the control mode is notified in S14, the vehicle 100 and the EVSE 300 execute power transmission in the notified control mode.

[0052] When the planned charging control or dynamic charging control is executed, the ECU 16 and the control device 310 determine in the following steps S18 and S26, respectively, whether or not charging of the battery 11 is completed. If charging is not completed (NO in S18 and S26), the process returns to S13 and S22. On the other hand, if charging is completed (YES in S18 and S26), the ECU 16 and the control device 310 end the communication session in S19 and S27, respectively. This ends the process flow shown in FIG. 3.

[0053] In this embodiment, the vehicle user can start an application of the mobile terminal 200 (user terminal) at any timing (see FIG. 2). Therefore, the vehicle user can switch between the first user setting and the second user setting even while power transmission is being performed. When power transmission is being performed in the planned control mode, if the vehicle 100 acquires user mode information in which the first user setting has been changed to the second user setting from the mobile terminal 200, the ECU 16 notifies the EVSE 300 of the dynamic control mode in S14. This causes a switch from planned charging control to dynamic charging control. However, if the EVSE 300 does not support the dynamic control mode, the planned control mode is notified in S14, and the planned charging control is continued.

[0054] FIG. 4 is a flowchart showing details of the planned charging control (S16, S24). With reference to FIG. 4, in S41, the control device 310 acquires cost information related to power transmission. The cost information indicates, for example, electricity charges for each time period. Subsequently, the ECU 16 and the control device 310 exchange charging-related information in S31 and S42 using a schedule exchange message pair. The charging-related information sent from the EVSE 300 to the vehicle 100 includes the above-mentioned cost information. In subsequent S32 and S43, the ECU 16 and the control device 310 respectively determine whether or not charging control is in progress. Before the start of charging control, NO is determined in S32 and S43, and the processing proceeds to S33 and S44, respectively. In S33 and S44, the ECU 16 and the control device 310 negotiate a power transmission profile, and the power transmission profile is modified as necessary. The power transmission profile indicates a charging plan (charging schedule), and more specifically, may indicate a transition of a charging power value in a predetermined period. For example, the ECU 16 generates a power transmission profile that meets the mobility needs of the vehicle user. The ECU 16 may set a power transmission profile that resolves the shortage of the stored power most quickly during a period when the stored power of the battery 11 is insufficient. The ECU 16 may also set a first standby period or a second standby period during a period when the stored power of the battery 11 is not insufficient, based on the above-mentioned cost information. The ECU 16 may evaluate the stored power of the battery 11 by a method similar to S106 in FIG. 2. The ECU 16 presents the generated power transmission profile to the control device 310. The control device 310 agrees with the power transmission profile presented by the vehicle 100 if the EVSE 300 can handle it.

[0055] In the following steps S34 and S45, the ECU 16 and the control device 310 respectively determine whether or not it is within the communication suspension period indicated by the agreed power transmission profile. For example, the above-mentioned second standby period corresponds to the communication suspension period. The second standby period can be set in the power transmission profile at the request of the vehicle 100. If it is within the communication suspension period (YES in S34 and S45), power transmission between the vehicle 100 and the EVSE 300 is temporarily stopped, and communication between them is also stopped. Thereafter, when the communication suspension period has elapsed (NO in S34 and S45), communication is resumed, and the process proceeds to S35 and S46.

[0056] In S35, the ECU 16 determines an instruction regarding charging control so that charging of the battery 11 is performed according to the agreed power transmission profile, and transmits the determined instruction to the EVSE 300. For example, the ECU 16 transmits a target value of a charging parameter to the EVSE 300 using a charging loop request. The ECU 16 may also transmit a power supply request in which "standby" is set as the charging progress to the EVSE 300 so that power transmission is stopped during the first waiting period indicated by the power transmission profile. Then, in S46, the control device 310 controls the charger 331 so that power transmission based on the instruction from the ECU 16 is performed. The control device 310 also notifies the ECU 16 of the current state of the EVSE, etc., using a charging loop response. After that, the process flow shown in FIG. 4 ends, and the process proceeds to S18 and S26 in FIG. 3. However, while the control mode is not changed and power transmission continues, the processes of S16 and S24 in FIG. 3 (the process flow shown in FIG. 4) are repeatedly executed. As described above, in the planned control mode, power transmission is performed under the initiative of the EVCC (ECU 16).

[0057] When charging control of the battery 11 is started by the processing of S35 and S46, YES is determined in S32 and S43, and the processing proceeds to S36 and S47, respectively. In S36, the ECU 16 determines whether or not to change the agreed upon power transfer profile. If the ECU 16 wishes to change the power transfer profile (YES in S36), the ECU 16 requests renegotiation from the control device 310 in S37. In S47, the control device 310 determines whether or not a request for renegotiation has been received. When the EVSE 300 receives a request for renegotiation from the vehicle 100 (YES in S47), the processing proceeds to S33 and S44, and the ECU 16 and the control device 310 negotiate about the power transfer profile changed by the ECU 16. On the other hand, if the ECU 16 does not wish to change the power transmission profile (NO in S36, S47), the process proceeds to S34, S45, and if it is not during a communication suspension period, the process proceeds to S35, S46, where charging of the battery 11 is performed according to the agreed power transmission profile.

[0058] FIG. 5 is a flowchart showing details of the dynamic charging control (S17, S25). Referring to FIG. 5, in S61, the control device 310 acquires EM information related to energy management (hereinafter, referred to as "EM") requested by the EMS 500. The EM information indicates, for example, a current power supply and demand situation and a power supply and demand situation predicted for each time period. Next, the ECU 16 and the control device 310 exchange charging-related information in S51 and S62 using a schedule exchange message pair. The ECU 16 provides the scheduled departure time of the vehicle 100 to the EVSE 300 using a schedule exchange request. The charging-related information sent from the EVSE 300 to the vehicle 100 includes the above-mentioned EM information. In the next S63, the control device 310 determines whether or not to request a second standby (communication stop) based on, for example, the EM information. Meanwhile, the ECU 16 determines whether or not to receive a request for the second standby in the next S52.

[0059] Before the start of the charging control, NO is determined in S52 and S63, and the process proceeds to S53 and S64, respectively. In S53, the ECU 16 notifies the EVSE 300 of information related to the charging control. For example, the ECU 16 transmits limit values ​​of the charging parameters on the vehicle side (e.g., upper limits of the charging voltage, the charging current, and the charging power) to the EVSE 300 using a charging loop request. In S64, the control device 310 determines target values ​​(power setting values) of the charging parameters based on the limit values ​​of the charging parameters received from the ECU 16 and the aforementioned scheduled departure time (S51), and controls the charger 331 so that the charging parameters approach the determined target values. That is, the charger 331 is controlled based on the instructions determined by the control device 310. The control device 310 may execute EM (e.g., improvement of the supply and demand balance) requested by the EMS 500 through this charging control. The control device 310 may determine target values ​​of the charging parameters based on the EM information. In addition, the control device 310 notifies the ECU 16 of the current state of the EVSE and the determined power setting value, etc., using the charging loop response. After that, the process flow shown in FIG. 5 ends, and the process proceeds to S18 and S26 in FIG. 3. However, while the control mode is not changed and power transmission continues, the processes of S17 and S25 in FIG. 3 (the process flow shown in FIG. 5) are repeatedly executed. The target values ​​of the charging parameters are repeatedly set in S64. The target value of the current may be temporarily set to 0 A. As described above, in the dynamic control mode, no negotiation is performed, and control is entirely left to the EVSE 300 (off-board system). In the dynamic control mode, power transmission is performed under the initiative of the SECC (control device 310).

[0060] After the charging control of the battery 11 is started by the processing of S53 and S64, if the control device 310 wishes to stop communication with the vehicle 100 (YES in S63), the control device 310 requests the vehicle 100 to enter a second standby state (stop communication) in S65. Thereafter, the control device 310 stops communication with the vehicle 100 in S66. When the vehicle 100 receives a request for the second standby state from the EVSE 300 (YES in S52), the processing proceeds to S54 and S67. In S54, the ECU 16 determines whether communication has been resumed. In S67, the control device 310 determines whether to resume charging control. While the control device 310 does not wish to resume charging control (NO in S54 and S67), S54 and S67 are repeated, and the state of charging stopped and communication stopped is maintained. Thereafter, when it is time for the control device 310 to resume charging control (YES in S67), the control device 310 resumes communication in S68. As a result, YES is determined in S54, the process proceeds to S53 and S64, and charging control is also resumed.

[0061] As described above, the power transmission method according to this embodiment includes the processes shown in FIG. 2 to FIG. 5. The vehicle 100 performs power transmission with the EVSE 300 (electrical equipment). The vehicle 100 performs power transmission in either the first control mode or the second control mode (S16, S17). The vehicle 100 acquires user mode information indicating whether the user of the vehicle 100 desires the first control mode or the second control mode (see FIG. 2). The vehicle 100 uses the user mode information to determine whether the first control mode or the second control mode is to be notified to the EVSE 300 (S13). In this configuration, the vehicle 100 (ECU 16) determines whether the first control mode or the second control mode is to be notified to the EVSE 300 based on the setting (first user setting / second user setting) by the user of the vehicle 100. This makes it easier to perform power transmission as desired by the vehicle user.

[0062] In the planned control mode, communication between the vehicle 100 and the EVSE 300 may also be stopped during the period when power transmission is temporarily stopped, at the request of the vehicle 100 (FIG. 4). This makes it possible to suppress power consumption by stopping communication. On the other hand, in the dynamic control mode, communication between the vehicle 100 and the EVSE 300 is maintained even during the period when power transmission is temporarily stopped, unless the EVSE 300 requests the vehicle 100 to stop communication (FIG. 5). This allows the power transmission control (charging control) entrusted to the EVSE 300 in the dynamic control mode to be performed smoothly.

[0063] 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. 3 to 5 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)".

[0064] 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. 6 is a diagram showing a modified example of the configuration shown in Fig. 1. In the power transmission system shown in Fig. 6, a charger is mounted on the vehicle instead of the EVSE.

[0065] With reference to FIG. 6, the vehicle 100A includes a charger 31 and a detector 32. The charger 31 includes a power conversion circuit (e.g., an inverter). The power conversion circuit performs DC (direct current) / AC (alternating current) conversion. The detector 32 includes various sensors that detect charging parameters (current, voltage, etc.) and outputs the detection results to the ECU 15. The ECU 15 controls the charger 31 according to 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.

[0066] Each of the vehicles 100, 100A shown in FIG. 1 and FIG. 6 is merely an example of a vehicle that performs power transmission. Other vehicle configurations may be adopted. For example, the vehicle may have a configuration that can support 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. 6 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. 6 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.

[0067] 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]

[0068] 11 Battery, 15,16 ECU, 100,100A Vehicle, 300,300A EVSE, 310,310A Control Unit, 500 EMS.

Claims

1. A vehicle that transmits power to electrical equipment, The vehicle is configured to perform the power transmission in either a first control mode or a second control mode, the first control mode is a control mode in which the power transmission is performed based on an instruction determined by the vehicle; the second control mode is a control mode in which the power transmission is performed based on an instruction determined by the electrical equipment, the vehicle is configured to obtain user mode information indicating whether a user of the vehicle desires the first control mode or the second control mode; The vehicle uses the user mode information to determine whether to notify the electrical equipment of the first control mode or the second control mode.

2. The vehicle is further configured to acquire equipment mode information indicating whether the electrical equipment corresponds to the first control mode; 2. The vehicle of claim 1, wherein the vehicle notifies the electrical equipment of the first control mode when the user mode information indicates that the user desires the first control mode and the equipment mode information indicates that the electrical equipment supports the first control mode.

3. 3. The vehicle of claim 2, wherein when the power transmission is being performed in the first control mode, the vehicle notifies the electrical equipment of the second control mode when the vehicle acquires the user mode information changed to indicate that the user desires the second control mode.

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

5. The system further includes a user terminal operated by the user; the user terminal is configured to accept an input indicating whether the user desires the first control mode or the second control mode; The system of claim 4 , wherein the user terminal is configured to transmit the user mode information to the vehicle in response to an input from the user.

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