Vehicle control device and vehicle control method

Abstract

To provide a vehicle control device capable of quickly starting electric power transmission by using an appropriate standard out of a first standard and a second standard.SOLUTION: In each of a case (a second case) where, in current charging after termination (after abnormal termination) of previous charging (electric power transmission) based on GB / T2015 (a first standard) according to reception of a CHM signal (a trigger signal), an electric vehicle supply equipment (EVSE) 200 (an electric power stand) used in the previous charging is used, and a case (a third case) where, in current charging after a failure in execution of previous charging based on GB / T2015+ (a second standard), an EVSE 200 used in the previous charging is used, a processor 1 executes the current charging on the basis of the GB / T2015.SELECTED DRAWING: Figure 2

Description

[Technical field]

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

[0002] International Publication No. 2018-069192 (Patent Document 1) discloses an electric vehicle in which either a first communication stack or a second communication stack is selected depending on a charging system to be used. The first communication stack and the second communication stack correspond to different charging standards. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] International Publication No. 2018-069192 Summary of the Invention [Problem to be solved by the invention]

[0004] In the conventional charging system described in Patent Document 1, for example, after the previous charging (power transmission) using the first communication stack has failed due to the standards supported by the charging station, charging may be started again using the first communication stack in this charging. In this case, it is considered that there is a high possibility that charging will fail, just like the previous charging. As described above, the time required for this charging will be extra (wastefully) longer since this charging is started based on a communication stack (charging standard) that has a high possibility of failure.

[0005] The present disclosure has been made to solve the above-mentioned problems, and its purpose is to provide a vehicle control device and a vehicle control method that are capable of quickly starting power transmission by using an appropriate standard out of the first standard and the second standard. [Means for solving the problem]

[0006] A vehicle control device according to a first aspect of the present disclosure is a vehicle control device for controlling a vehicle capable of power transmission including at least one of charging and discharging, and includes a processor for controlling power transmission between the vehicle and a power stand, and a communication unit for communicating with the power stand. The processor executes power transmission based on the first standard when the communication unit receives a trigger signal indicating that the power stand supports power transmission based on the first standard when a connector of the power stand is connected to the vehicle, and executes power transmission based on a second standard different from the first standard when the communication unit does not receive the trigger signal when the connector is connected to the vehicle. The processor executes the current power transmission based on the first standard in at least one of a first case in which the power stand used in the previous power transmission is used in the current power transmission after the end of the previous power transmission based on the first standard in response to the reception of the trigger signal, a second case in which the power stand used in the previous power transmission is used in the current power transmission after the execution of the previous power transmission based on the first standard in response to the reception of the trigger signal fails, and a third case in which the power stand used in the previous power transmission is used in the current power transmission after the execution of the previous power transmission based on the second standard fails.

[0007] In the vehicle control device according to the first aspect of the present disclosure, as described above, the processor executes the next power transmission based on the first standard in at least one of the first case, the second case, and the third case. This allows the current power transmission to be executed based on the first standard in each of the first case and the second case in which it was found in the previous power transmission that the power stand was compatible with the first standard. Also, in the third case in which it was found in the previous power transmission that the power stand was not compatible with the second standard, it allows the current power transmission to be executed based on the first standard. As a result, the current power transmission can be started (executed) smoothly based on the first standard. Therefore, it is possible to start the power transmission promptly using the appropriate standard out of the first standard and the second standard.

[0008] In the vehicle control device according to the first aspect, the processor preferably determines whether the vehicle has traveled during a period from the end of the previous power transmission to the start of the current power transmission in at least one of the first, second, and third cases, and executes the current power transmission based on the first standard when it is determined that the vehicle has not traveled during the period. Here, when the vehicle has not traveled during the period, it is highly likely that the power station used in the previous power transmission is the same as the power station used in the current power transmission. Therefore, by executing the current power transmission based on the first standard when it is determined that the vehicle has not traveled during the period, it is possible to easily execute the power transmission based on an appropriate standard for the current power transmission.

[0009] In this case, preferably, the processor determines whether or not the vehicle has been driven during the period based on at least one of the vehicle's driving history, the vehicle's startup history, changes in the vehicle's location information, and changes in the connection state between the vehicle and the connector during the period. With this configuration, it is possible to easily determine whether or not the vehicle has been driven based on at least one of the vehicle's driving history, the vehicle's startup history, changes in the vehicle's location information, and changes in the connection state between the vehicle and the connector.

[0010] A vehicle control method according to a second aspect of the present disclosure is a vehicle control method for a vehicle capable of power transmission including at least one of charging and discharging, and includes a communication step of communicating with a power station. The vehicle control method also includes at least one of a first standard step of executing power transmission based on the first standard when the vehicle receives a trigger signal indicating that the power station supports power transmission based on the first standard in a communication step when a connector of the power station is connected to the vehicle, and a second standard step of executing power transmission based on a second standard different from the first standard in a case where the vehicle does not receive the trigger signal in the communication step when the connector is connected to the vehicle. The first standard step includes a step of executing current power transmission based on the first standard in at least one of a case where the power station used in the previous power transmission is used in the current power transmission after the end of the previous power transmission based on the first standard in response to the reception of the trigger signal, and a case where the power station used in the previous power transmission is used in the current power transmission after the previous power transmission based on the first standard in response to the reception of the trigger signal has failed. The second standard process includes a process of performing a current power transmission based on the first standard when the power stand used in the previous power transmission is used in the current power transmission after the previous power transmission based on the second standard has failed.

[0011] In the vehicle control method according to the second aspect of the present disclosure, as described above, the current power transmission is executed based on the first standard in at least one of the first case, the second case, and the third case. This makes it possible to provide a vehicle control method that can promptly start power transmission using an appropriate standard out of the first standard and the second standard. Effect of the Invention

[0012] According to the present disclosure, power transmission can be started promptly by using the appropriate standard out of the first standard and the second standard. [Brief description of the drawings]

[0013] [Figure 1]FIG. 1 is a diagram showing a configuration of a charging system according to an embodiment. [Diagram 2] FIG. 1 is a first diagram showing sequence control of a charging system according to an embodiment. [Diagram 3] 3 is a flowchart showing details of the process of step S11 in FIG. 2. FIG. [Figure 4] FIG. 2 is a second diagram showing sequence control of the charging system according to one embodiment. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0014] Hereinafter, embodiments of the present disclosure will be described in detail with reference to the drawings. In the drawings, the same or corresponding parts are designated by the same reference characters and the description thereof will not be repeated.

[0015] <Charging system configuration> 1 is a diagram showing the configuration of a charging system 300 according to this embodiment. The charging system 300 includes an electric vehicle 100 and an EVSE (Electric Vehicle Supply Equipment) 200. The electric vehicle 100 and the EVSE 200 are examples of the "vehicle" and the "power station", respectively, of the present disclosure.

[0016] Electric vehicle 100 includes, for example, a plug-in hybrid electric vehicle (PHEV), a battery electric vehicle (BEV), or a fuel cell electric vehicle (FCEV).

[0017] EVSE 200 refers to a power supply facility for vehicles (e.g., a quick charging facility). Electrically-powered vehicle 100 is configured to be electrically connectable to EVSE 200. EVSE 200 includes a charging cable 202 to which a charging connector 201 is attached. When charging connector 201 is connected to an inlet (not shown) of electric vehicle 100, power is supplied (charged) from EVSE 200 to electric vehicle 100. Charging is an example of "power transmission" in the present disclosure. Also, charging connector 201 is an example of a "connector" in the present disclosure.

[0018] The electric vehicle 100 includes an ECU (Electric Control Unit) 10, a battery pack 20, a GPS (Global Positioning System) module 30, and a DCM (Data Communication Module) 40. The ECU 10 is an example of a "vehicle control device" in the present disclosure.

[0019] The battery pack 20 stores, for example, electric power used for traveling the electric vehicle 100. By charging from the EVSE 200, the amount of stored electricity in the battery pack 20 can be increased.

[0020] The GPS module 30 receives GPS signals transmitted from three or more (preferably four or more) satellites above the electric vehicle 100, and determines the position of the electric vehicle 100 (the vehicle itself). The position information of the electric vehicle 100 determined by the GPS module 30 is transmitted to the ECU 10 (communication unit 3 described below) by CAN communication or the like. The GPS module 30 may be built into a car navigation device (not shown) or the like.

[0021] The DCM 40 is configured to be able to access an external communication server, the Internet, etc. This allows the electric vehicle 100 to obtain various types of information from outside the vehicle through the DCM 40.

[0022] The ECU 10 transmits and receives information to and from the battery pack 20, the GPS module 30, the DCM 40, etc., by CAN communication via the communication unit 3 described below. The ECU 10 is also configured to control each of the above devices.

[0023] The ECU 10 includes a processor 1, a memory 2, and a communication unit 3. The memory 2 stores programs executed by the processor 1 as well as information used in the programs (for example, maps, formulas, and various parameters).

[0024] When the charging connector 201 is connected to the electric vehicle 100, the communication unit 3 transmits and receives information to and from the EVSE 200 (a communication unit 230 described below) via the charging cable 202.

[0025] The EVSE 200 includes a processor 210, a memory 220, and a communication unit 230. The memory 220 stores programs executed by the processor 210 as well as information used by the programs (e.g., maps, formulas, and various parameters).

[0026] Charging between the electric vehicle 100 and the EVSE 200 is performed based on either the charging standard GB / T27930_2015 (hereinafter referred to as GB / T2015) or GB / T27930_2015+ (hereinafter referred to as GB / T2015+), which is a newer version of GB / T2015. Note that GB / T2015 and GB / T2015+ are examples of the "first standard" and "second standard" of the present disclosure, respectively.

[0027] In this embodiment, the electric vehicle 100 is compatible with both GB / T2015 and GB / T2015+. The EVSE 200 is compatible with at least one of GB / T2015 and GB / T2015+.

[0028] An EVSE 200 that is compatible only with GB / T2015 transmits a CHM signal (stand-side handshake message) to the electric vehicle 100 when starting communication with the electric vehicle 100. Upon receiving the CHM signal, the electric vehicle 100 transmits a BHM signal (vehicle-side handshake message) to the EVSE 200. If the EVSE 200 does not receive the BHM signal within a predetermined time after transmitting the CHM signal, it notifies the electric vehicle 100 of an abnormality. In this case, charging between the electric vehicle 100 and the EVSE 200 ends. The CHM signal is an example of a "trigger signal" in this disclosure.

[0029] The EVSE 200 that supports GB / T2015+ starts charging without transmitting the above-mentioned CHM signal to the electric vehicle 100. Note that the EVSE 200 that supports both GB / T2015+ and GB / T2015 operates based on GB / T2015+ when communication starts.

[0030] In a conventional charging system, for example, charging based on GB / T2015+ may start again in this charging after the previous charging has failed due to the EVSE not being compatible with GB / T2015+. In this case, it is considered that there is a high possibility that charging will fail, just like the previous charging. As described above, the time required for this charging will be extra (wastefully) longer because this charging is started based on a charging standard that has a high possibility of failure.

[0031] Therefore, in this embodiment, when the ECU 10 (processor 1) of the electric vehicle 100 has determined the charging standard that the EVSE 200 can support (the charging standard that the EVSE 200 cannot support) based on the result of the previous charging, the ECU 10 (processor 1) executes (starts) charging based on the above-mentioned compatible charging standard in the current charging. This makes it possible to prevent charging from being executed (started) based on the incompatible charging standard in the current charging. Details will be described with reference to the sequence diagrams of Figs. 2 and 3.

[0032] <Vehicle control method> 2 to 4 are diagrams showing sequence control between the electric vehicle 100 and the EVSE 200. A method of controlling the electric vehicle 100 by the ECU 10 during charging (a vehicle control method) will be described with reference to these diagrams.

[0033] In step S1, for example, when a user of electric vehicle 100 connects charging connector 201 (see FIG. 1) to electric vehicle 100, electric vehicle 100 detects the connector connection. As a result, electric vehicle 100 notifies EVSE 200 that the connector has been connected.

[0034] In step S2, charging (communication) between the electric vehicle 100 and the EVSE 200 is started.

[0035] In step S3A, ECU 10 determines whether or not a CHM signal has been received from EVSE 200. Specifically, ECU 10 determines whether or not a CHM signal has been received within a predetermined time after communication with EVSE 200 has started. If a CHM signal has been received within the predetermined time (Yes in S3A), the process proceeds to step S4. If a CHM signal has not been received within the predetermined time (No in S3A), the process proceeds to step S5.

[0036] If EVSE 200 has transmitted a CHM signal to electric vehicle 100 (Yes in S3B), the process proceeds to step S6B. If EVSE 200 has not transmitted a CHM signal to electric vehicle 100 (No in S3B), the process proceeds to sequence A.

[0037] In step S4, the ECU 10 starts operation so as to perform charging based on GB / T 2015. After that, the process proceeds to step S6.

[0038] In step S5, the ECU 10 starts an operation so as to perform charging based on GB / T2015+. After that, the process proceeds to sequence A shown in FIG.

[0039] In step 6A, ECU 10 (processor 1) determines whether or not an abnormality notification has been received from EVSE 200 through communication unit 3. The abnormality notification is, for example, a notification that is transmitted to electric vehicle 100 when EVSE 200 has not received a BHM signal from electric vehicle 100 within a predetermined time after transmitting a CHM signal to electric vehicle 100. If an abnormality notification has been received (Yes in S6A), the process proceeds to step S7. If an abnormality notification has not been received (No in S6A), the process proceeds to step S8.

[0040] If EVSE 200 has transmitted the abnormality notification to electric vehicle 100 (Yes in S6B), the process proceeds to step S7. If EVSE 200 has not transmitted the abnormality notification to electric vehicle 100 (No in S6B), the process proceeds to step S8.

[0041] In step S7, ECU 10 (and EVSE 200) operates to end charging (communication) based on GB / T2015. After that, the process proceeds to step S9. The end of charging (communication) in step S7 is an example of "failure in execution of previous power transmission based on the first standard" in the present disclosure. Also, charging from steps S2 to S7 is an example of "previous power transmission" in the present disclosure.

[0042] In step S8, the ECU 10 (and the EVSE 200) operates to continue charging based on GB / T 2015. Thereafter, the process continues until charging is completed, and ends after charging is completed.

[0043] In step S9, similar to step S1, processing related to connector connection is executed, as described above in detail.

[0044] In step S10, it is assumed that charging (communication) of the electric vehicle 100 is started using the EVSE 200 used in the previous charging (S1 to S7). The charging after step S10 is an example of the "current power transmission" in the present disclosure.

[0045] In step S11, the ECU 10 determines whether the same EVSE 200 as that used during the previous charging is being used based on the driving history of the electric vehicle 100 and the like. Specifically, the EVSE 200 determines whether the electric vehicle 100 has been driven during the period from the end of the previous charging to the start of the current charging based on at least one of the driving history of the electric vehicle 100, the start history of the electric vehicle 100 (history of whether Ready-ON has been executed or not), changes in the position information of the electric vehicle 100, and changes in the connection state between the electric vehicle 100 and the charging connector 201. When the ECU 10 determines that the electric vehicle 100 has not been driven during the above period, it determines that the same EVSE 200 as that used during the previous charging is being used. A method for determining whether the electric vehicle 100 has been driven based on the above information will be described below.

[0046] In detail, the processor 1 refers to the driving history of the electric vehicle 100 stored in the memory 2 or the like. When the driving history corresponding to the above-mentioned period is not stored in the memory 2, the processor 1 determines that the electric vehicle 100 has not been driving during the above-mentioned period. The processor 1 may acquire the driving history stored in an external server via the communication unit 3 and the DCM 40.

[0047] The processor 1 refers to the startup history of the electric vehicle 100 (history of whether Ready-ON has been executed) stored in the memory 2 or the like. When the startup history corresponding to the above-mentioned period is not stored in the memory 2, the processor 1 determines that the electric vehicle 100 has not been traveling during the above-mentioned period. The processor 1 may obtain the startup history stored in an external server via the communication unit 3 and the DCM 40.

[0048] The processor 1 refers to the position information of the electric vehicle 100 stored in the memory 2 or the like. The position information of the electric vehicle 100 measured by the GPS module 30 is stored in the memory 2 at every predetermined period. When the position information of the electric vehicle 100 at the end of the previous charging is the same as the position information of the electric vehicle 100 at the start of the current charging, the processor 1 determines that the electric vehicle 100 has not been traveling during the period.

[0049] If, during the above period, the electric vehicle 100 is not in a sleep state and the connection of the charging connector 201 is maintained, the processor 1 determines that the electric vehicle 100 is not running during the above period.

[0050] 3 is a diagram showing a detailed flow of step S11. Step S11 includes steps S11a to S11c. In step S11a, the ECU 10 determines whether or not the electric vehicle 100 is not running during the above period by the method described above. If the electric vehicle 100 is not running (Yes in S11a), the process proceeds to step S11b. If the electric vehicle 100 is running (No in S11a), the process proceeds to step S11c.

[0051] In step S11b, the ECU 10 determines that the EVSE 200 used in the current charging is the same as the EVSE 200 used in the previous charging. After that, the process proceeds to step S12.

[0052] In step S11c, the ECU 10 determines that the EVSE 200 used in the current charging is different from the EVSE 200 used in the previous charging. After that, the process proceeds to step S12.

[0053] 2 again, in step S12, ECU 10 determines whether or not EVSE 200 used in the current charging is the same as EVSE 200 used in the previous charging. If they are the same (Yes in S12), the process proceeds to step S13. If they are not the same (No in S12), the process proceeds to step S14. Note that the determination in step S12 is Yes, which is an example of the "second case" of the present disclosure.

[0054] In step S13, the ECU 10 operates to perform charging based on GB / T2015. At this time, the ECU 10 (processor 1) may prepare in advance to return a BHM signal before the CHM signal is transmitted from the EVSE 200. Thereafter, the process continues until charging is completed, and ends after charging is completed.

[0055] In step S14, the ECU 10 operates to perform charging based on GB / T2015+. After that, the process continues until charging is completed, and ends after charging is completed.

[0056] Next, referring to Fig. 4, in step S21A, the ECU 10 determines whether or not charging is possible normally based on GB / T2015+. For example, the ECU 10 determines whether or not a charging current, etc. is being output normally (for example, within a threshold range) using a current sensor or the like. If the charging current is being output normally, the ECU 10 determines that charging is possible normally based on GB / T2015+. Also, if the charging current is not being output normally, the ECU 10 determines that charging is not possible normally based on GB / T2015+. If charging is possible normally (Yes in S21A), the process proceeds to step S22. If charging is not possible normally (No in S21A), the process proceeds to step S23.

[0057] If charging is possible normally based on GB / T2015+ (Yes in S21B), the process proceeds to step S22. If charging is not possible normally based on GB / T2015+ (No in S21B), the process proceeds to step S23.

[0058] Note that a case where normal charging is not possible is, for example, a case where EVSE200 does not support GB / T2015+ (there is no compatibility between the charging standard that EVSE200 can support and GB / T2015+), etc. Also, a case where normal charging is not possible may be a case where EVSE200 supports GB / T2015+ but charging based on GB / T2015+ cannot be performed for some reason, etc.

[0059] In step S22, the ECU 10 operates to continue charging based on GB / T2015+. After that, the process continues until charging is completed, and ends after charging is completed.

[0060] In step S23, ECU 10 (and EVSE 200) operates to end charging (communication) based on GB / T2015+. The end of charging (communication) in step S23 is an example of "failure in execution of previous power transmission based on the second standard" in the present disclosure. Thereafter, processing proceeds to step S24. The charging from steps S1 to S23 is an example of "previous power transmission" in the present disclosure.

[0061] In step S24, similar to step S1, processing related to connector connection is executed, as described above in detail.

[0062] In step S25, it is assumed that charging (communication) of the electric vehicle 100 is started using the EVSE 200 used in the previous charging (S1 to S23). The charging from step S24 onwards is an example of the "current power transmission" in the present disclosure.

[0063] In step S26, the ECU 10 performs the same process as in step S11 (see FIG. 2). The details are as described in the above step S11, and therefore will not be described repeatedly.

[0064] In step S27, similarly to step S12 (see FIG. 2), ECU 10 determines whether or not the EVSE 200 used in the current charging is the same as the EVSE 200 used in the previous charging. If they are the same (Yes in S27), the process proceeds to step S28. If they are not the same (No in S27), the process proceeds to step S29. Note that the determination in step S27 is Yes, which is an example of the "third case" of the present disclosure.

[0065] In step S28, ECU 10 operates to perform charging based on GB / T2015, similarly to step S13 (see FIG. 2). At this time, ECU 10 (processor 1) may prepare in advance to return a BHM signal before a CHM signal is transmitted from EVSE 200. Thereafter, the process proceeds to step S30.

[0066] In step S29, the ECU 10 operates to perform charging based on GB / T 2015+. After that, the process continues until charging is completed, and ends after charging is completed.

[0067] In step S30, the ECU 10 determines whether or not charging is possible normally based on the GB / T 2015. For example, the ECU 10 uses a current sensor or the like to determine whether or not the charging current, etc. is being output normally (for example, within a threshold range). If the charging current is being output normally, the ECU 10 determines that charging is possible normally based on the GB / T 2015. Also, if the charging current is not being output normally, the ECU 10 determines that charging is not possible normally based on the GB / T 2015. If charging is possible normally (Yes in S30), the process proceeds to step S31. If charging is not possible normally (No in S30), the process proceeds to step S32.

[0068] Note that a case where normal charging is not possible is a case where EVSE200 does not support GB / T2015 (there is no compatibility between the charging standard that EVSE200 supports and GB / T2015), etc. Also, a case where normal charging is not possible may be a case where EVSE200 supports GB / T2015 but charging based on GB / T2015 cannot be performed for some reason.

[0069] In step S31, the ECU 10 operates to continue charging based on GB / T 2015. Thereafter, the process continues until charging is completed, and ends after charging is completed.

[0070] In step S32, ECU 10 determines to perform charging based on GB / T2015+ in the next charging in EVSE 200. Then, the process ends.

[0071] As described above, in this embodiment, when the EVSE 200 used in the previous charge is used in the current charge after the previous charge based on GB / T2015 in response to the reception of the CHM signal is completed (abnormal completion), the processor 1 performs the current charge based on GB / T2015. It is possible to prevent the current charge from being performed based on GB / T2015+ using the EVSE 200 compatible with the GB / T2015-based charge.

[0072] Furthermore, when the EVSE200 used in the previous charge is used in the current charge after the previous charge based on GB / T2015+ has failed, the processor 1 executes the current charge based on GB / T2015. This makes it possible to prevent the current charge from being executed based on GB / T2015+ when the previous charge has failed because the EVSE200 does not support GB / T2015+. Also, when the EVSE200 supports GB / T2015+ but the previous charge has failed for some reason, it is possible to prevent the current charge from being executed based on GB / T2015+.

[0073] These features make it possible to prevent the current charge from being stopped (failed) due to the execution of charging based on a charging standard that is not compatible with the EVSE 200. Also, it is possible to prevent the current charge from being executed based on GB / T2015+, which has a track record of failing in the previous charge. As a result, the current charge can be started smoothly, and therefore charging can be executed (started) promptly.

[0074] In the above embodiment, an example has been described in which charging is performed from the EVSE 200 to the electric vehicle 100, but the present disclosure is not limited to this. Discharging may be performed from the electric vehicle 100 to the EVSE 200. In this case, discharging is an example of "power transmission" in the present disclosure.

[0075] In the above embodiment, an example has been shown in which charging is controlled based on whether the same EVSE 200 as the EVSE 200 used previously is used in a current charge after the previous charge has been terminated based on an abnormality notification from the EVSE 200, but the present disclosure is not limited to this. The above-mentioned charging control may be performed in a current charge after the previous charge has been normally completed. This case corresponds to the "first case" of the present disclosure. Note that one, two, or three (all) of the sequence shown in FIG. 2 (corresponding to the "second case" of the present disclosure), the sequence shown in FIG. 4 (the "third case" of the present disclosure), and the above case (the "first case" of the present disclosure) may be executable.

[0076] In the above embodiment, an example has been described in which it is determined that the same EVSE 200 is used in the previous charge and the current charge when it is determined that the electric vehicle 100 has not traveled between the end of the previous charge and the start of the current charge, but the present disclosure is not limited to this. For example, it may be determined that the same EVSE 200 is used in the previous charge and the current charge when identification information of the EVSE 200 received from the EVSE 200 during the previous charge matches identification information of the EVSE 200 received from the EVSE 200 during the current charge.

[0077] In the above embodiment, GB / T2015 and GB / T2015+ are shown as examples of charging standards, but the present disclosure is not limited thereto. A charging standard different from the above may be used.

[0078] The controls of the above embodiment and the above various modified examples may be executed in combination with each other.

[0079] The embodiments disclosed herein should be considered to be illustrative and not restrictive in all respects. The scope of the present disclosure 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]

[0080] 1 processor, 3 communication unit, 10 ECU (vehicle control unit), 100 electric vehicle (vehicle), 200 EVSE (power station), 201 charging connector (connector).

Claims

1. A vehicle control device for controlling a vehicle capable of power transmission including at least one of charging and discharging, a processor for controlling the power transfer between the vehicle and the power station; A communication unit that communicates with the power station, The processor, When a connector of the power station is connected to the vehicle, if the communication unit receives a trigger signal indicating that the power station supports the power transmission based on a first standard, the power transmission based on the first standard is performed; When the connector is connected to the vehicle, if the communication unit does not receive the trigger signal, the power transmission is performed based on a second standard different from the first standard; A first case in which the power stand used in the previous power transmission is used in the current power transmission after the end of the previous power transmission based on the first standard in response to the reception of the trigger signal; A second case in which the power stand used in the previous power transmission is used in the current power transmission after the previous power transmission based on the first standard in response to the reception of the trigger signal has failed; and and a third case in which the power stand used in the previous power transmission is used in the current power transmission after the previous power transmission based on the second standard has failed. A vehicle control device that executes the current power transmission based on the first standard.

2. In at least one of the first case, the second case, and the third case, the processor: determining whether the vehicle has traveled during a period from the end of the previous power transmission to the start of the current power transmission; The vehicle control device according to claim 1 , wherein when it is determined that the vehicle is not traveling during the period, the current power transmission is performed based on the first standard.

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

4. A vehicle control method for a vehicle capable of power transmission including at least one of charging and discharging, comprising: a communication step for communicating with the power station; and at least one of a first standard step of executing the power transmission based on the first standard if the vehicle receives a trigger signal in the communication step indicating that the power station supports the power transmission based on the first standard when a connector of the power station is connected to the vehicle, and a second standard step of executing the power transmission based on a second standard different from the first standard if the vehicle does not receive the trigger signal in the communication step when the connector is connected to the vehicle, The first standardization step includes: A case where the power stand used in the previous power transmission is used in the current power transmission after the end of the previous power transmission based on the first standard in response to the reception of the trigger signal; and in at least one of a case where the power stand used in the previous power transmission is used in the current power transmission after the previous power transmission based on the first standard in response to the reception of the trigger signal has failed, The vehicle control method, wherein the second standard process includes a process of executing the current power transmission based on the first standard when the power stand used in the previous power transmission is used in the current power transmission after the previous power transmission based on the second standard has failed.

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