vehicle

Abstract

This allows for the diagnosis of unlock malfunctions even when no unlock command is issued. [Solution] When the charging connector is connected to the inlet, the charging control ECU locks the connector with a locking device. When the unlocking mechanism is operated and the locking device is unlocked, the charging control ECU sets flag TF to 1. In the fault detection process, if flag TF is set to 1, the charging control ECU outputs a lock command and then an unlock command (S22, S23). If the locking device is in the unlocked state (positive determination in S24), it is diagnosed as no fault (S26), and if it is not in the unlocked state (negative determination in S24), it is diagnosed as an unlock fault (S25).

Description

Technical Field

[0001] This disclosure relates to a vehicle.

Background Art

[0002] Japanese Unexamined Patent Application Publication No. 2021-150980 (Patent Document 1) discloses a vehicle charging device that determines a failure of a lock actuator that locks a power supply side connector (charging connector) connected to a charging port (inlet) of a vehicle. When the vehicle speed is equal to or higher than a predetermined speed, this charging control device in Patent Document 1 performs an operation check of the lock actuator. In the operation check, an operation command to the lock pin is transmitted to the lock actuator, and based on whether the position of the lock pin detected by the position detection sensor is at the position of the operation command, a failure of the lock actuator is determined.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] In Patent Document 1, the control device outputs a lock command and an unlock designation to the lock actuator. Then, based on the position of the lock pin after the lock command and after the unlock command, a failure of the lock actuator is determined. Therefore, if for some reason the unlock command is not output, the unlock failure of the lock actuator cannot be determined.

[0005] An object of this disclosure is to enable diagnosis of an unlock failure even when the unlock command is not output.

Means for Solving the Problems

[0006] The vehicle of this disclosure includes an inlet to which a charging connector can be connected, a locking device that switches between a locked state in which the connector cannot be removed from the inlet and an unlocked state in which the charging connector can be removed from the inlet, and a control device. The locking device includes an actuator and a release mechanism. The actuator operates to switch from the unlocked state to the locked state in response to a lock command from the control device, and to switch from the locked state to the unlocked state in response to an unlock command from the control device. The release mechanism switches from the locked state to the unlocked state independently of the operation of the actuator. When the control device detects that the release mechanism has been operated and the state has switched from the locked state to the unlocked state, it outputs a lock command, then an unlock command, with the charging connector removed from the inlet, and if the locking device is not in the unlocked state after the output of the unlock command, it diagnoses an unlock failure.

[0007] In this configuration, the actuator receives a lock command from the control unit and switches the locking device from the unlocked state to the locked state. The actuator receives an unlock command from the control unit and switches the locking device from the locked state to the unlocked state. When the unlock mechanism is operated, the locking device switches from the locked state to the unlocked state regardless of the actuator's operation. When the control unit detects that the locking device has been switched from the locked state to the unlocked state by the unlock mechanism, and the charging connector is removed from the inlet, it outputs a lock command and then an unlock command. If the locking device is not in the unlocked state after the output of the unlock command, the control unit diagnoses an unlock failure.

[0008] The switch from the locked state to the unlocked state by the unlock mechanism is highly likely to occur when the device does not become unlocked due to the control unit not outputting an unlock command, or due to the actuator not operating from the locked state to the unlocked state. When the unlock mechanism is operated and the device detects that it has switched from the locked state to the unlocked state, and the charging connector is removed from the inlet, the control unit outputs a lock command, and then an unlock command. If the locking device is not in the unlocked state after this unlock command, the locking device is in the locked state, and therefore it can be diagnosed that there is a malfunction in the control unit not outputting an unlock command, or that there is a malfunction in the actuator not operating from the locked state to the unlocked state. Thus, even if an unlock command is not output, an unlock malfunction can be diagnosed.

[0009] Preferably, the locking device includes a locking pin driven by an actuator, and the control device may be configured to detect locked and unlocked states based on the position of the locking pin.

[0010] With this configuration, the locked and unlocked states can be detected relatively easily by detecting the position of the lock pin.

[0011] Preferably, the control device may detect when the position of the lock pin changes from the locked state to the unlocked state by operating the unlock mechanism, even when it is not outputting an unlock command.

[0012] When the unlock mechanism is operated and the state switches from locked to unlocked, the position of the lock pin changes from locked to unlocked, even though the control device has not output an unlock command. With this configuration, the control device can detect that the state has been switched from locked to unlocked by operating the unlock mechanism.

[0013] Preferably, the control device may be configured to diagnose an unlock failure when the vehicle is running.

[0014] When the vehicle is running, the connector is removed from the inlet. According to this configuration, it is possible to more reliably diagnose an unlock failure in a state where the charging connector is removed from the inlet.

[0015] Preferably, the control device may be configured to give an alarm when it diagnoses an unlock failure.

[0016] According to this configuration, the user can know that there is an unlock failure.

Advantages of the Invention

[0017] According to the present disclosure, an unlock failure can be diagnosed even when an unlock command is not output.

Brief Description of the Drawings

[0018] [Figure 1] It is a diagram for explaining the schematic configuration of the vehicle according to the present embodiment. [Figure 2] It is a diagram for explaining an example of the appearance of the charging connector 25. [Figure 3] It is a diagram for explaining the schematic configuration of the locking device. [Figure 4] It is a flowchart showing an example of the temporary abnormality detection process executed by the charge control ECU. [Figure 5] It is a flowchart showing an example of the failure detection process executed by the charge control ECU.

Embodiments for Carrying Out the Invention

[0019] Embodiments of the present disclosure will be described in detail with reference to the drawings. In the drawings, the same or corresponding parts are denoted by the same reference numerals and their description will not be repeated.

[0020] FIG. 1 is a diagram for explaining the schematic configuration of a vehicle 1 according to the present embodiment. The vehicle 1 includes a battery 10, a control device 100, an inlet 120, a charging circuit 130, and an HMI (Human Machine Interface) device 150. The vehicle 1 is an electric vehicle (xEV) configured to be able to travel using the electric power stored in the battery 10, and may be, for example, a BEV (Battery Electric Vehicle). The battery 10 is a known secondary battery for vehicles, and may be, for example, a lithium-ion battery.

[0021] The inlet 120 includes a charging lid 121 and a charging port 123. The charging lid 121 is configured to be opened and closed by a user, covers the charging port 123 in the closed state, and exposes the charging port 123 in the opened state. When charging the battery 10, the charging connector 25 is connected to the charging port 123 with the charging lid 121 opened. The charging circuit 130 charges the battery 10 using the electric power supplied from outside the vehicle to the charging port 123.

[0022] The control device 100 includes a charge control ECU 101 and a smart ECU 102. The charge control ECU 101 includes a CPU (Central Processing Unit) 111 and a memory 112. The smart ECU 102 also includes a CPU and a memory in the same manner.

[0023] The electric vehicle supply equipment (EVSE) 20 charges the battery 10 with power supplied from an external power source PG (for example, a power grid). The EVSE 20 comprises a circuit unit 21 and a control unit 22. The EVSE 20 further comprises a charging cable 24 extending outward from the main body of the EVSE 20. The control unit 22 includes a CPU and memory and controls the circuit unit 21. The circuit unit 21 includes, for example, a power conversion circuit and a circuit that charges the battery 10 with power supplied from the external power source PG. The end of the charging cable 24 is provided with a charging connector (plug) 25 (plug) that is detachable from the charging port 123 of the inlet 120. By connecting the charging connector 25 to the inlet 120 (charging port 123) of the vehicle 1, charging from the EVSE 20 to the vehicle 1 (battery 10) becomes possible.

[0024] Figure 2 illustrates an example of the appearance of the charging connector 25. The charging connector 25 has connector terminals formed on the end face P1 of the main body 250, and the end face P1 is connected to the charging port 123 of the inlet 120. The end face P1 has connector terminals. The connector terminals provided on the end face P1 include terminal L1, terminal L2, terminal PE, terminal PP, and terminal CP. The charging port 123 of the inlet 120 is provided with an inlet terminal similar to the connector terminals provided on the end face F1. Terminals L1 and L2 are terminals to which power is supplied. For example, in the case of DC (AC) power, terminals L1 and L2 may be Hot terminals and Cold terminals. In the case of DC (DC) power, terminals L1 and L2 may be positive terminals and negative terminals. Terminal PE is the ground (GND) terminal.

[0025] Terminal PP is a terminal (hereinafter also referred to as "PISW") for detecting the state (connected state / mated state / unmated state) of the charging connector 25 and the inlet 120 (proximity detection). Hereinafter, the state of the charging connector 25 and the inlet 120 will also be referred to as the "connector state". Terminal PP outputs a potential signal (PISW signal) indicating the connector state to the vehicle 1 side. Terminal CP corresponds to a terminal (hereinafter also referred to as "CPLT") for the CPLT signal as defined in, for example, the standard "IEC / TS 62763:2013". The CPLT signal is a PWM (Pulse Width Modulation) signal used in communication between the vehicle 1 and the EVSE 20.

[0026] The charging connector 25 further comprises a latch release button 251 and a latch 252. The latch release button 251 releases the latch of the charging connector 25 from the inlet 120. The latch 252 is configured to engage with the inlet 120 to secure (latch) the charging connector 25 to the inlet 120. For example, the charging connector 25 is secured by the tip of the latch 252 catching (engaging) in a recess formed in the inlet 120. The latch 252 is linked to the latch release button 251. When the latch release button 251 is pressed by the user, the engagement between the recess formed in the inlet 120 and the latch 252 is released (the lock is released), and the charging connector 25 can be removed from the inlet 120.

[0027] A locking device 200 is provided in the inlet 120 (see Figure 1). The locking device 200 includes an actuator 210 and a locking pin 220. The actuator 210 is controlled by the charge control ECU 101 and the smart ECU 102 to move the locking pin 220 forward and backward. The locking device 200 locks the charge connector 25 in the inlet 120 so that it cannot be removed when the charge connector 25 is mated into the inlet 120. When the charge connector 25 is mated into the inlet 120 and the connector is in the connected state, the locking pin 220 protrudes from the position indicated by the dashed line, as shown by the dashed line in Figure 2, and contacts the latch 252. The position in which the locking pin 220 contacts the latch 252 is also called the locked position. When the locking pin 220 is in contact with the latch 252, the latch 252 cannot move in the direction that would release its engagement with the recess formed in the inlet 120. As a result, even when the latch release button 251 is pressed, the engagement between the recess formed in the inlet 120 and the latch 252 cannot be released, and the charging connector 25 remains locked, preventing it from being removed from the inlet 120.

[0028] When the actuator 210 of the locking device 200 returns the locking pin 220 to the position shown by the dashed line in Figure 2, the user can press the latch release button 251, which releases the engagement between the recess formed in the inlet 120 and the latch 252, allowing the charging connector 25 to be removed from the inlet 120. This state is referred to as the unlocked state, and the position of the locking pin 220 in the unlocked state is also referred to as the unlocked position. The unlocked state is a state in which the lock state has been released.

[0029] Figure 3 is a diagram illustrating the schematic configuration of the locking device 200. Inside the housing of the actuator 210 of the locking device 200, there is a pinion gear 211 driven by a motor 212 and a locking pin 220 with a rack gear 221 that meshes with the pinion gear 211. When the locking device 200 is in the unlocked state (locking pin 220 in the unlocked position), when the pinion gear 211 is rotated clockwise by the motor 212, the locking pin 220 moves forward and backward to the locked position and becomes locked. When the locking device 200 is in the locked state (locking pin 220 in the locked position), when the pinion gear 211 is rotated counterclockwise by the motor 212, the locking pin 220 moves forward and backward to the unlocked position and becomes unlocked.

[0030] The locking device 200 is provided with a position sensor that detects the position of the locking pin 220. In this embodiment, a limit switch 13 is provided that is OFF when the locking pin 220 is in the unlocked position and ON when the locking pin 220 is in the locked position. The limit switch 13 is a non-contact type limit switch, and a magnet Mg is provided on the locking pin 220 at a position opposite the limit switch 13 when the locking pin 220 is in the locked position. As a result, when the locking pin 220 is in the locked position, the limit switch 13 is ON, and when the locking pin 220 is in the unlocked position, the limit switch 13 is OFF.

[0031] The locking device 200 is provided with a lock release mechanism 230. The lock release mechanism 230 is a mechanism that switches from the locked state to the unlocked state by a user's unlock operation in the event of an emergency where some abnormality occurs in the actuator 210 or the like and the lock pin 220 does not switch from the locked state to the unlocked state. In this embodiment, the lock release mechanism 230 includes a release lever 231 and a cable 232. The cable 232 has an inner cable (wire) inside an outer cable (tube). The release lever 231 is fixed to one end of the inner cable, and a drum 233 is fixed to the other end of the inner cable. The inner cable of the cable 232 passes through a through hole formed in the flange portion 222 of the lock pin 220.

[0032] In an emergency where the lock pin 220 fails to switch from the locked state to the unlocked state, the user pulls the release lever 231 as indicated by the dashed-dotted arrow in the locked state. When the release lever 231 is pulled, the drum 233 fixed to the inner cable comes into contact with the flange portion 222, and as the inner cable moves, the lock pin 220 moves to the unlocked position. As a result, the lock pin 220 moves from the locked position to the unlocked position by the user operating the release lever 231 without driving the motor 212 (see the dashed-dotted arrow on the release lever 231 and drum 233 in the unlocked position).

[0033] Referring to Figure 1, the control device 100 receives information about the battery 10 from the monitoring unit 11. For example, the monitoring unit 11 transmits the temperature TB, voltage VB, input / output current IB, etc., of the battery 10. The monitoring unit 11 also estimates the State of Charge (SOC) of the battery 10 and transmits it to the control device 100. The control device 100 receives the vehicle speed SPD from the vehicle speed sensor 12 and the position information of the lock pin 220 (lock position: ON signal, unlock position: OFF signal) from the limit switch 13. The control device 100 outputs lock commands and unlock commands to the actuator 210 and controls the locking device 200.

[0034] When the user presses the latch release button 251 and inserts the charging connector 25 into the inlet 120 (charging port 123), the control device 100 (charging control ECU 101) receives a PISW signal via terminal PP of the charging connector 25. The charging control ECU 101 also receives a CPLT signal via terminal CP. When the charging connector 25 and the inlet 120 are connected, the potential of the PISW signal decreases. When the charging control ECU 101 detects the connection between the charging connector 25 and the inlet 120 due to the decrease in the potential of the PISW signal, it initiates communication with the EVSE 20 to prepare for charging using the CPLT signal.

[0035] When the charge control ECU 101 detects the connection between the charging connector 25 and the inlet 120 due to a drop in the potential of the PISW signal, it outputs a lock command to the actuator 210. Upon receiving the lock command from the charge control ECU 101, the actuator 210 drives the lock pin 220 to the locked position. Once the charging connector 25 and the inlet 120 are locked and the battery 10 is ready to be charged, it requests the EVSE 20 to start charging the battery 10 and controls the charging circuit 130.

[0036] In this embodiment, the locking device 200 maintains the locked state until an unlock operation is performed by the user. The user performs the unlock operation by operating the unlock button 125 provided on the inlet 120. When the user presses the unlock button 125, the charging control ECU 101 outputs an unlock command. Upon receiving the unlock command, the actuator 210 drives the lock pin 220 and controls the lock pin 220 to the unlocked position.

[0037] The locking and unlocking of the locking device 200 is also linked to the operation of the smart key 300. This allows the user to perform the unlocking operation using the smart key 300. The smart key 300 is a portable device carried by the user and communicates with the smart ECU 102 to lock and unlock the doors of the vehicle 1. For example, the vehicle 1 (smart ECU 102) transmits a polling signal in the LF (Low Frequency) band at predetermined intervals. The smart key 300, upon receiving the polling signal, transmits a response signal in the RF (Radio Frequency) band. The smart ECU 102, upon receiving the response signal, performs authentication processing. Once authentication is successful and the user performs a predetermined operation (for example, touching the touch sensor provided on the door handle of the vehicle 1), the smart ECU 102 unlocks the door and outputs an unlock command to the actuator 210. In this case, the unlock command may be transmitted to the actuator 210 via the charge control ECU 101. Alternatively, by operating the unlock switch 301 provided on the smart key 300, the door may be unlocked and an unlock command sent to the actuator 210. When the actuator 210 receives the unlock command, it drives the lock pin 220 and controls the lock pin 220 to the unlocked position.

[0038] Even if the user attempts to unlock the vehicle using the unlock button 125 or smart key 300, the vehicle may not switch from the locked state to the unlocked state due to a malfunction of the actuator 210 or an abnormality in the control device 100 (such as the charging control ECU 101). Hereinafter, a malfunction in which the vehicle does not switch from the locked state to the unlocked state may be referred to as an unlock malfunction. If an unlock malfunction occurs, the user pulls the release lever 231 and operates the unlock mechanism 230 to switch from the locked state to the unlocked state in order to remove the charging connector 25 from the inlet 120.

[0039] For user convenience and repair purposes, it is preferable to diagnose whether an unlock failure has occurred. For example, if the position of the lock pin 220 after the unlock command is not the unlocked position, an unlock failure can be diagnosed. However, even if the user performs an unlock operation, the unlock command may not be output due to a malfunction in the control device 100 or the like. In this case, it is not possible to correlate and compare the unlock command and the lock pin 220, and therefore an unlock failure cannot be diagnosed. In this embodiment, by detecting that the lock release mechanism 230 has switched from the locked state to the unlocked state, an unlock failure can be diagnosed even if the switch from the locked state to the unlocked state does not occur due to the absence of an unlock command output.

[0040] Figure 4 is a flowchart showing an example of a temporary anomaly detection process performed by the charge control ECU 101. This flowchart is repeated at predetermined intervals while the charge control ECU 101 is running. In step 10 (hereinafter, steps are abbreviated as "S"), it is determined whether the limit switch 13 has switched from ON to OFF. When the lock pin 220 is in the locked position, the limit switch 13 outputs an ON signal, and when the lock pin 220 is in the unlocked position, the limit switch 13 outputs an OFF signal. If the locking device 200 changes from the locked state to the unlocked state and the limit switch 13 switches from ON to OFF, it is determined to be positive and proceeds to S11. Otherwise, it is determined to be negative and the routine ends.

[0041] In S11, it is determined whether an unlock command was output from the charge control ECU 101 and transmitted to the actuator 210 when the limit switch 13 switched from ON to OFF. If an unlock command was output, it is determined to be positive and the process proceeds to S12. If an unlock command was not output, it is determined to be negative and the process proceeds to S13.

[0042] In S12, the flag TF is set to 0, and the routine ends. Flag TF is a flag that indicates a false anomaly due to an unlock failure. Note that the initial value of flag TF may be 0.

[0043] In S13, the flag TF is set to 1, and the routine ends. For example, if the unlock mechanism 230 is operated and the locking device 200 switches from the locked state to the unlocked state, the position of the lock pin 220 switches from the locked position to the unlocked position without an unlock command being output from the charge control ECU 101. In such a case, the flag TF is set to 1.

[0044] Figure 5 is a flowchart showing an example of fault detection processing performed by the charging control ECU 101. This flowchart is repeated at predetermined intervals while the charging control ECU 101 is running. In S20, it is determined whether the vehicle speed SPD detected by the vehicle speed sensor 12 is greater than or equal to a predetermined value A. The predetermined value A may be a threshold indicating that the vehicle 1 is in motion, for example, 5 km / h. If the vehicle speed SPD is less than the predetermined value A, it is determined to be negative and the routine ends. If the vehicle speed SPD is greater than or equal to the predetermined value A, it is determined to be positive and the process proceeds to S21.

[0045] In S21, it is determined whether flag TF is 1 or not. If flag FT is 0, the result is negative and the routine ends. If flag FT is 1, the result is positive and the process proceeds to S22.

[0046] In step S22, the charge control ECU 101 outputs a lock command to the locking device 200 (actuator 210). Upon receiving the lock command, the actuator 210 drives the lock pin 220 to the locked position.

[0047] In the following step S23, the charge control ECU 101 outputs an unlock command to the locking device 200. Upon receiving the unlock command, the actuator 210 drives the lock pin 220 to the unlocked position.

[0048] In S24, it is determined whether the limit switch 13 is OFF or OFF. If the lock pin 220 is in the locked position and the limit switch 13 is not OFF (it is ON), the result is negative and the process proceeds to S25. If the lock pin 220 is in the unlocked position and the limit switch 13 is OFF, the result is positive and the process proceeds to S26.

[0049] In S25, the system diagnoses an unlock failure, displays a message indicating an unlock failure on the HMI device 150, and terminates the routine.

[0050] In S26, the system diagnoses that there is no fault, sets flag TF to 0, and terminates the routine.

[0051] In this fault detection processing routine, when flag TF is 1, the lock pin 220 is driven to the locked position by a lock command (S22), and then the lock pin 220 is driven to the unlocked position by an unlock command (S23). When the position of the lock pin 220 switches from the locked position to the unlocked position without an unlock command being output from the charge control ECU 101, for example when the unlock mechanism 230 is operated, flag TF is set to 1. In this state, the actuator 210 drives the lock pin 220 to the locked position, and then drives it to the unlocked position. If the position of the lock pin 220 is in the unlocked position (positive determination in S24), it can be diagnosed that the lock pin 220 is being driven normally and is not faulty. If the position of the lock pin 220 is not in the unlocked position (negative determination in S24), it can be diagnosed that there is an unlock fault in which the lock pin 220 can be driven to the locked position but cannot be driven to the unlocked position.

[0052] According to this embodiment, the actuator 210 of the locking device 200 receives a lock command from the charging control ECU 101 and switches from the unlocked state to the locked state. The actuator 210 receives an unlock command from the charging control ECU 101 and switches the locking device from the locked state to the unlocked state. When the lock release mechanism 230 is operated, the device switches from the locked state to the unlocked state regardless of the operation of the actuator 210. When the charging control ECU 101 is switched from the locked state to the unlocked state by the lock release mechanism 230 and the flag FT is set to 1, it outputs a lock command and then an unlock command (S22, 23) while the vehicle 1 is in motion (when the charging connector 25 is disconnected from the inlet 120). After outputting the unlock command (S23), if the locking device 200 is not in the unlocked state (negative determination in S24), the charging control ECU 101 diagnoses an unlock failure.

[0053] The unlock operation by the unlocking mechanism 230 is highly likely to occur when the vehicle does not become unlocked due to the absence of an unlock command from the charging control ECU 101, or due to the actuator 210 failing to operate in the unlocked state. When the charging control ECU 101 detects that the unlocking mechanism 230 has been operated and the vehicle has been switched to the unlocked state (when flag TF is set to 1), it diagnoses whether or not there is an unlock failure. Therefore, it can also diagnose unlock failures caused by the absence of an unlock command from the charging control ECU 101.

[0054] In the above embodiment, the charge control ECU 101 detected the connection between the charge connector 25 and the inlet 120 and output a lock command to the actuator 210, thereby controlling it to the locked state. However, the locking device 200 may also be controlled to the locked state in conjunction with the door locking operation using the smart key 300.

[0055] In the above embodiment, in S20 of the fault detection process (Figure 5), it is determined whether the vehicle speed SPD is greater than or equal to a predetermined value A. However, the charge control ECU 101 may proceed to S21 if it detects that the charge connector 25 has been removed from the inlet 120 based on a change in the potential of the PISW signal.

[0056] In the above embodiment, the locking device 200 was configured to be locked so that the connector could not be removed from the inlet 120 by the locking pin 220 contacting the latch 252. However, the locking mechanism of the locking device can be configured in any way. For example, the locking pin of the locking device may engage with a recess provided in the charging connector to form a locked state. Also, in the above embodiment, the locking pin 220 is driven by a motor 212 and a rack and pinion mechanism, but the actuator 210 can be configured in any way. For example, the locking pin may be driven using an electromagnetic solenoid.

[0057] In the above embodiment, a cable 232 is used as the unlocking mechanism 230. However, the unlocking mechanism can have any configuration, and may be composed of, for example, a lever or cam.

[0058] The embodiments disclosed herein should be considered in all respects to be illustrative and not restrictive. The scope of the present invention is indicated by the claims rather than by the description of the embodiments above, and all modifications within the meaning and scope equivalent to the claims are intended to be included. [Explanation of Symbols]

[0059] 1 Vehicle, 10 Battery, 20 EVSE, 25 Charging connector, 100 Control unit, 101 Charging control ECU, 102 Smart ECU, 120 Inlet, 123 Charging port, 125 Unlock button, 200 Locking device, 210 Actuator, 220 Locking pin, 230 Unlocking mechanism, 300 Smart key, 301 Unlock switch.

Claims

1. An inlet into which a charging connector can be connected, A locking device that switches between a locked state in which the charging connector cannot be removed from the inlet and an unlocked state in which the charging connector can be removed from the inlet, A control device is provided, The locking device includes an actuator and a lock release mechanism. The actuator operates to switch from the unlocked state to the locked state in response to a lock command from the control device, and to switch from the locked state to the unlocked state in response to an unlock command from the control device. The unlocking mechanism switches from the locked state to the unlocked state regardless of the operation of the actuator. The control device is When the unlocking mechanism is operated and it is detected that the state has been switched from the locked state to the unlocked state, With the charging connector removed from the inlet, the lock command is output, and then the unlock command is output. A vehicle that diagnoses an unlock malfunction if the locking device is not in the unlocked state after the output of the unlock command.

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

3. The vehicle according to claim 2, wherein the control device detects, when the position of the lock pin changes from the locked state to the unlocked state, when the unlock command is not being output, that the lock release mechanism has been operated to switch from the locked state to the unlocked state.

4. The vehicle according to claim 1 or 2, wherein the control device diagnoses the unlock failure while the vehicle is in motion.

5. The vehicle according to claim 1 or 2, wherein the control device provides notification when it diagnoses an unlock failure.

Images