vehicle

Abstract

It combines convenience and adaptability. [Solution] The aggregator utilizes the battery mounted on the vehicle as a power adjustment resource. The vehicle's inlet can be connected to a DR-compatible EVSE connector that uses the vehicle as a power adjustment resource, and a non-DR-compatible EVSE connector that does not use the vehicle as a power adjustment resource. When a connector is connected to the inlet, the locking device locks it in place so that the connector cannot be removed from the inlet. When a DR-compatible EVSE connector is connected to the inlet, the vehicle's control device sets the unlocking condition to "when operated by the user" (S24), and when a non-DR-compatible EVSE is connected to the inlet, it sets the unlocking condition to "when charging is complete" (S25).

Description

Technical Field

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[0001] The present disclosure relates to a vehicle.

Background Art

[0002] For example, Japanese Unexamined Patent Application Publication No. 2021-22969 (Patent Document 1) discloses connecting a vehicle to a power supply cable of a charging and discharging stand to charge a battery mounted on the vehicle or supply the power discharged from the battery to the charging and discharging stand.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] In recent years, the leveling of power supply and demand has been achieved by a virtual power plant (VPP: Virtual Power Plant) that uses a vehicle as an energy resource. For example, a vehicle equipped with a power storage device is used as a power adjustment resource. During a period when power supply is greater than power demand, power is stored in the power storage device of the vehicle. During a period when power demand is greater than power supply, the power stored in the power storage device of the vehicle is discharged, thereby achieving the leveling of power supply and demand. [[ID=​​​​​ A locking device is provided to secure the EVSE connector when it is mated into the vehicle's inlet, preventing it from being removed from the inlet. When the locking device is locked, the connector cannot be removed from the inlet. When the locking device is unlocked, the connector can be removed from the inlet.

[0007] Some EVSEs (Electric Power Supply Systems) do not use vehicles as power adjustment resources. Hereafter, EVSEs that use vehicles as power adjustment resources will also be referred to as Demand Response (DR) compatible EVSEs, and EVSEs that do not use vehicles as power adjustment resources will also be referred to as non-DR compatible EVSEs. Non-DR compatible EVSEs are generally not managed by aggregators.

[0008] From a convenience standpoint, it is preferable that the locking device unlocks when the vehicle (energy storage device) has finished charging or discharging. This allows the user to remove the connector from the inlet and drive the vehicle after charging or discharging is complete without having to perform an unlocking operation. However, if the locking device unlocks after charging or discharging is complete, there is a possibility that the connector may be unintentionally removed from the inlet even if there is no plan to drive the vehicle. If the connector of a DR-compatible EVSE is removed from the vehicle's inlet, the vehicle cannot be used as a power adjustment resource. The more vehicles connected to the power grid, the larger the power adjustment resource becomes, thus increasing the power (adjustment capacity) available to level the power supply and demand.

[0009] The purpose of this disclosure is to achieve both convenience and flexibility. [Means for solving the problem]

[0010] The vehicle of this disclosure is a vehicle equipped with an energy storage device. The vehicle includes an inlet to which a connector of a power supply facility can be connected, a locking device that locks the connector so that it cannot be removed from the inlet when the connector is mated in the inlet, and a control device. When the power supply facility is a first power supply facility that does not use the vehicle as a power adjustment resource, the control device releases the lock when the power supply facility finishes charging the energy storage device. When the power supply facility is a second power supply facility that uses the vehicle as a power adjustment resource, the control device maintains the lock after the power supply facility finishes charging the energy storage device or after the energy storage device finishes discharging, until the user performs an unlock operation.

[0011] In this configuration, the locking device enters a locked state when the connector of the power supply equipment is mated into the vehicle's inlet. In the locked state, the connector cannot be removed from the inlet. When the power supply equipment is a first power supply equipment that does not use the vehicle as a power adjustment resource, the control unit releases the locking device when the power supply equipment finishes charging the energy storage device. When the power supply equipment is a second power supply equipment that uses the vehicle as a power adjustment resource, the control unit maintains the locked state of the locking device after the power supply equipment finishes charging the energy storage device or after the energy storage device finishes discharging, until the user performs an unlocking operation.

[0012] When the power supply equipment is the first power supply device, the lock state is released when charging is complete, so the user can remove the connector from the inlet without having to perform an unlock operation, improving convenience. When the power supply equipment is the second power supply device, the lock state is maintained after charging or discharging is complete until the user performs an unlock operation, so the connector is prevented from being unintentionally removed from the inlet, and the likelihood of the vehicle being used as a power adjustment resource is increased. Therefore, both convenience and adjustment capabilities can be achieved.

[0013] Preferably, if the power supply equipment is the second power supply equipment, the control device may notify the server that creates a charge / discharge plan based on power adjustment of the mating information of the connector and inlet.

[0014] When vehicles are used as power adjustment resources, they must be connected to the power grid. Furthermore, servers managed by energy management service providers (aggregators) that bundle multiple power adjustment resources (such as those from a region or designated facilities) need to identify vehicles connected to the power grid in order to formulate charge / discharge plans based on power adjustments.

[0015] In this configuration, if the power supply equipment is the second power supply equipment, the control unit notifies the server managed by the aggregator of the connector and inlet mating information, so that the server can identify the vehicle connected to the second power supply equipment.

[0016] Preferably, the control device may provide a notification that the connector is unmated when it is removed from the inlet and becomes unmated.

[0017] With this configuration, the server receives a notification when the connector is unplugged from the inlet and becomes disengaged. For example, when formulating a charge / discharge plan, vehicles not connected to the second power supply equipment can be excluded from the power adjustment resources, allowing for the formulation of a suitable charge / discharge plan.

[0018] Preferably, the control device enters a sleep state after charging and discharging are complete. The control device may be configured to start up when the lock state is released by a user's unlock operation while in the sleep state.

[0019] According to this configuration, after the charging is completed and after the discharging is completed, the control device enters the sleep state, so that the power consumption can be reduced. When the control device is in the sleep state, even if the connector is removed from the inlet and becomes in an un-mated state, the un-mated state cannot be detected. When the locked state is released by the unlocking operation, the control device starts up from the sleep state. When the control device starts up, since it can detect that the connector has been removed from the inlet and is in an un-mated state, it can notify the server that it is un-mated. Therefore, when formulating the charging and discharging plan, the server can exclude the vehicles not connected to the second power supply facility from the targets of the power adjustment resources, and can preferably formulate the charging and discharging plan.

[0020] Preferably, the control device may notify the fitting information to the server via the second power supply facility.

[0021] According to this configuration, the fitting information can be notified by using the communication between the second power supply facility and the server.

Effect of the Invention

[0022] According to the present disclosure, convenience and adjustment power can be achieved simultaneously.

Brief Description of the Drawings

[0023] [Figure 1] It is a diagram showing a schematic overall configuration of the power management system according to the present embodiment. [Figure 2] It is a diagram for explaining a schematic configuration of the vehicle according to the present embodiment. [Figure 3] [[ID=Z9]]It is a diagram for explaining an example of the appearance of the connector 25. [Figure 4] It is a flowchart showing an example of the connector fitting information notification process executed in the control device (charge control ECU). [Figure 5] [[ID=3Z]]It is a schematic circuit configuration diagram of the connector and the inlet. [Figure 6] It is a flowchart showing an example of the unlocking condition setting process executed in the charge control ECU. [Figure 7] This is a time chart for when a DR-compatible EVSE is connected to the vehicle in this embodiment. [Figure 8] In the comparative example, this is a time chart when a DR-compatible EVSE is connected to the vehicle. [Modes for carrying out the invention]

[0024] Embodiments of this 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 descriptions will not be repeated.

[0025] Figure 1 is a diagram showing the schematic overall configuration of the power management system according to this embodiment. Referring to Figure 1, the power management system 1 includes a power grid PG, a plurality of vehicles 10, a server 100, and a server 200.

[0026] The power grid (PG) is a power network constructed by power plants and transmission / distribution facilities (not shown), and is maintained and managed by the power company. The power company is equivalent to the administrator of the power grid (PG). Server 100 is a server managed by the aggregation coordinator, and distributes power adjustment amounts to the resource aggregator at the request of the power company.

[0027] Server 200 is a computer that manages multiple vehicles 10 and is managed by a resource aggregator. Each of the multiple vehicles 10 is, for example, a BEV (Battery Electric Vehicle) and is equipped with a battery 11. Each vehicle 10 is used as a power adjustment resource and is configured to perform external charging and external discharging. In this embodiment, each vehicle 10 included in the power management system 1 is assumed to have the same configuration. However, the power management system 1 may include multiple types of vehicles having different configurations.

[0028] Multiple EVSE20s are charging and discharging equipment installed on the premises of a facility 30 (for example, a residence, commercial facility, etc.). An EVSE20 may be, for example, a V2H (Vehicle to Home) (or V2G (Vehicle to Grid)) compatible power supply device. The EVSE20 charges the battery 11 with power supplied from the power grid PG and supplies (discharges) the power stored in the battery 11 to the electrical loads of the residence and each facility. The EVSE20 is also capable of supplying (reverse power flow) the power stored in the battery 11 to the power grid PG. Power can be exchanged between the EVSE20 and the vehicle 10 by connecting the connector of the charging and discharging cable connected to the EVSE20 to the inlet of the vehicle 10. The EVSE20 is a power supply equipment that uses the vehicle 10 as a power adjustment resource and is also called a DR-compatible EVSE20. A DR-compatible EVSE20 corresponds to an example of the "second power supply equipment" in this disclosure.

[0029] EVSE40 is a charging and discharging device installed on the premises of a facility 50 (for example, a residential building, commercial facility, etc.). EVSE40 charges the battery 11 with power supplied from the power grid PG. The charging cable connector connected to EVSE40 is connected to the inlet of the vehicle 10, enabling charging of the vehicle 10 (battery 11). EVSE40 is a power supply device that does not use the vehicle 10 as a power adjustment resource, and is also referred to as a non-DR compatible EVSE40. A non-DR compatible EVSE40 corresponds to an example of the "first power supply device" in this disclosure. Figure 1 illustrates one non-DR compatible EVSE40, but multiple non-DR compatible EVSE40s may be installed.

[0030] Figure 2 is a diagram illustrating the schematic configuration of the vehicle 10 of this embodiment. The vehicle 10 comprises a battery 11, an inlet 12, a charge / discharge circuit 13, a control device 15, and a communication device 18. The vehicle 10 is an electric vehicle (xEV) configured to run using the power stored in the battery 11. The battery 11 is an example of the "energy storage device" of this disclosure, and known vehicle energy storage devices (liquid-type secondary batteries, all-solid-state secondary batteries, battery packs, etc.) can be used.

[0031] The inlet 12 includes a charging port 123 and a charging lid 121. The charging lid 121 is configured to be openable and closable by the user, covering the charging port 123 when closed and exposing the charging port 123 when open. When charging the battery 11, the connector 25 of the charge / discharge cable 24 is connected to the charging port 123 with the charging lid 121 open. The charge / discharge circuit 13 charges the battery 11 using power supplied to the charging port 123 from outside the vehicle. The charge / discharge circuit 13 also discharges the power stored in the battery 11 to the outside of the vehicle. The charge / discharge circuit 13 is controlled by a control device 15. The charge / discharge circuit 13 may also charge or discharge the battery 11 in response to commands from outside the vehicle (for example, commands from a DR-compatible EVSE 20). Hereinafter, the charging and discharging of the battery 11 mounted on the vehicle 10 may be referred to as the charging and discharging of the vehicle 10.

[0032] The control unit 15 includes an HLC (High Level Communication) communication ECU (Electronic Control Unit) 151, a charge control ECU 152, a smart ECU 153, and a communication unit 154. The HLC communication ECU 151, the charge control ECU 152, and the smart ECU 153 include a CPU (Central Processing Unit) and memory. The control unit 15 (for example, the charge control ECU 152) communicates with servers 100 and 200 through a communication device 18. The communication device 18 may include a wireless communication device (for example, a DCM (Data Communication Module)) that can access the network NW.

[0033] The DR-compatible EVSE20 comprises a circuit unit 21 and a control unit 22. The DR-compatible EVSE20 further comprises a charge / discharge cable 24 extending outward from the main body of the EVSE20. The control unit 22 includes a CPU 221, a memory 222, and a communication device 223, and controls the circuit unit 21. The circuit unit 21 includes, for example, a power conversion circuit, which includes a circuit for charging the battery 11 with power supplied from the power grid PG, and a circuit for supplying (discharging) the power stored in the battery 11 to the electrical loads of the house and various facilities. The DR-compatible EVSE20 may be capable of supplying (reverse power flow) the power stored in the battery 11 to the power grid PG.

[0034] The tip of the charging / discharging cable 24 is provided with a detachable connector (plug) 25 that can be attached to the charging port 123 of the inlet 12. When the connector 25 of the DR-compatible EVSE 200 is connected to the inlet 12 of the parked vehicle 10, the vehicle 10 becomes electrically connected to the DR-compatible EVSE 20 (plugged in). The DR-compatible EVSE 20 is electrically connected to the power grid PG. Therefore, the plugged-in vehicle 10 is electrically connected to the power grid PG.

[0035] Figure 3 illustrates an example of the appearance of the connector 25. The connector 25 has connector terminals formed on the end face F1 of the main body 250, and the end face F1 is connected to the charging port 123 of the inlet 12. The end face F1 has connector terminals. The connector terminals provided on the end face F1 include terminal L1, terminal L2, terminal PE, terminal PP, and terminal CP. The charging port 123 of the inlet 12 is provided with inlet terminals 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.

[0036] Terminal PP is a terminal (hereinafter also referred to as "PISW") for detecting the state (connected state / mated state / unmated state) of the connector 25 and the inlet 12 (proximity detection). Hereinafter, the state of the connector 25 and the inlet 12 will also be referred to as the "connector state". Terminal PP outputs a potential signal (PISW signal) indicating the connector state to the vehicle 10. The potential of the PISW signal may also be referred to as the "PISW potential". 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 10 and the DR-compatible EVSE 20. Furthermore, HLC communication is possible by a signal superimposed on the CPLT signal.

[0037] The connector 25 further includes a latch release button 251 and a latch 252. The latch release button 251 has the function of releasing the latch of the connector 25 from the inlet 12 and allowing the vehicle 10 (e.g., the charge control ECU 152) to detect the connector state (connected / mated / unmated). The latch 252 is configured to engage with the inlet 12 to fix (latch) the connector 25 to the inlet 12. For example, the connector 25 is fixed by the tip of the latch 252 catching (engaging) in a recess formed in the inlet 12. 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 12 and the latch 252 is released (the lock is released), and the connector 25 can be removed from the inlet 12.

[0038] When a user inserts the connector 25 into the inlet 12 without pressing the latch release button 251 and mates the connector 25 with the inlet 12 (charging port 123), the connector 25 and the inlet 12 are electrically connected and secured by the latch 252. This connector state is the "connected state". In the connected state, the connector 25 is inserted into the inlet 12, all terminals of both are electrically connected, and the connector 25 is latched. When the user presses the latch release button 251 in the connected state, the latch 252 releases its hold. This connector state is the "mated state". In the mated state, the connector 25 is inserted into the inlet 12, all terminals of both are electrically connected, but the connector 25 is not latched. When the user pulls the connector 25 out of the inlet 12 in the mated state, the connector state becomes the "unmated state". The unmated state is when the connector 25 is not mated to the inlet 12 (the connector 25 has been removed from the inlet 12). When the connector is in a connected or mated state, the control device 15 prohibits the vehicle 10 from driving.

[0039] A locking device 300 is provided in the inlet 12 (see Figure 2). The locking device 300 includes an actuator 301 and a retractable rod 302. The actuator 301 is controlled by the charge control ECU 152 and the smart ECU 153 to move the retractable rod 302 forward and backward. When the connector 25 is fitted into the inlet 12, the locking device 300 locks the connector 25 so that it cannot be removed from the inlet 12. When the connector 25 is fitted into the inlet 12 and the connector is in the connected state, the retractable rod 302 protrudes from the position indicated by the dashed line, as shown by the dashed line in Figure 3, and contacts the latch 252. The position in which the retractable rod 302 contacts the latch 252 is also called the locked position. When the retractable rod 302 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 12. As a result, even when the latch release button 251 is pressed, the engagement between the recess formed in the inlet 12 and the latch 252 cannot be released, resulting in a locked state where the connector 25 cannot be removed from the inlet 12.

[0040] When the actuator 301 of the locking device 300 returns the retractable rod 302 to the position shown by the dashed line in Figure 3, the user can press the latch release button 251, which releases the engagement between the recess formed in the inlet 12 and the latch 252, allowing the connector 25 to be removed from the inlet 12. This state is called the unlocked state, and the position of the retractable rod 302 in the unlocked state is also called the unlocked position. The unlocked state is a state in which the lock state has been released.

[0041] In the non-DR compatible EVSE 40, the connector 45 provided at the tip of the charging cable has the same configuration as the connector 25 of the DR compatible EVSE 20. Connector terminals similar to those of the connector 25 are formed on the end face of the main body of the connector 45. The connector 45 has a latch release button and a latch, similar to the connector 25. The connector 45 is locked by the locking device 300, similar to the connector 25, so that it cannot be removed from the inlet 12. The non-DR compatible EVSE 40 includes a circuit section and a control section, similar to the DR compatible EVSE 20. The circuit section of the non-DR compatible EVSE 40 includes a power conversion circuit and charges the battery 11 with power supplied from the power grid PG. The control section of the non-DR compatible EVSE 40 controls the charging current, etc. In the non-DR compatible EVSE 40, the connector state is the same as the DR compatible EVSE 20, with states of "connected state," "mated state," and "unmated state."

[0042] Referring to Figure 1, Server 200 includes a control device 201, a storage device 202, and a communication device 203. Server 100 similarly includes a control device, a storage device, and a communication device. Servers 100 and 200 are configured to communicate via a network NW. Server 200 is also able to communicate with the vehicle 10 and the DR-enabled EVSE 20 via the network NW. Server 100 may also be configured to communicate with the vehicle 10 and the DR-enabled EVSE 20 via the network NW. To maintain the supply-demand balance of power supplied from the power grid PG, for example, at the request of the power company, Server 100, managed by the aggregation coordinator, distributes power adjustment amounts to Server 200, managed by the resources aggregator. Server 200 requests demand response (DR) from the DR-enabled EVSE 20 and the vehicle 10, and utilizes the vehicle 10 as a power adjustment resource by charging and discharging the battery 11 mounted on the vehicle 10.

[0043] The power adjustment distribution (DR request) transmitted from server 100 to server 200 includes the time period (date and time) for performing the DR and the requested charge / discharge power, for example, with 30 minutes as one time frame, and the charge / discharge power for each time frame. If the DR request is an upward DR, the control device 201 formulates a charge / discharge plan to perform charging of, for example, a vehicle 10 connected to a DR-compatible EVSE 20 (in a plugged-in state) so that the power consumption of the power adjustment resources increases. If the DR request is a downward DR, the control device 201 formulates a charge / discharge plan to perform discharging of, for example, a vehicle 10 connected to a DR-compatible EVSE 20 (in a plugged-in state).

[0044] In order for the server 200 to formulate a charge / discharge plan, it is necessary to detect the vehicle 10 connected to the DR-compatible EVSE 20 (it is necessary to obtain information on the plugged-in vehicle 10). Figure 4 is a flowchart showing an example of the connector mating information notification process executed in the control device 15 (charge control ECU 152). This flowchart is repeated at predetermined intervals, for example, when the charge control ECU 152 is running. In step 10 (hereinafter, steps are abbreviated as "S"), it is determined whether the EVSE to which the vehicle 10 is connected is a DR-compatible EVSE 20. In this embodiment, the result of the determination in S23 in the "unlock condition setting process" (Figure 6) described later is used. Details will be described later. If it is determined in S10 that the vehicle 10 is connected to the DR-compatible EVSE 20, the process proceeds to S11. If the vehicle 10 is not connected to the DR-compatible EVSE 20, the determination is negative and the routine ends.

[0045] In S11, the connector 25 is inserted into the inlet 12, and it is determined whether the connector is in a connected state or not. The connector state is detected based on the PISW signal.

[0046] Figure 5 is a schematic circuit diagram of connectors 25, 45 and inlet 12. Power lines L11 of connectors 25, 45 are connected to power line L21 of vehicle 10 (inlet 12) via terminal L1. Power lines L12 of connectors 25, 45 are connected to power line L22 of vehicle 10 via terminal L2. In connector 25, power lines L11 and L12 are connected to circuit section 21, and in connector 45, power lines L11 and L12 are connected to circuit section (not shown). Power lines L21 and L22 are connected to battery 11 via charge / discharge circuit 13.

[0047] The GND line L13 of connectors 25 and 45 is connected to the GND line L23 of vehicle 10 via terminal PE. The GND line L13 may be, for example, grounded, and may be the neutral line when using single-phase three-wire AC power. Hereinafter, terminal PE will also be referred to as GND. The GND line L23 may be connected to the vehicle body (ground). In vehicle 10, a reference voltage is applied between the GND line L23 and the signal line L24, and the signal line L24 is connected to terminal PP. Terminal PP inputs a potential signal (PISW signal) indicating the connector state to the charge control ECU 152 via signal line L24. Hereinafter, terminal PP will also be referred to as PISW. When connectors 25 and 45 and inlet 12 are electrically connected, the reference voltage supplied from vehicle 10 is applied to terminal PP of connectors 25 and 45. A closed circuit (PISW circuit) is formed so that PISW and GND are connected via the detection circuit C of connectors 25 and 45, the potential of PISW changes, and a PISW signal is generated. The charge control ECU 152 can determine the connector state based on the PISW signal (PISW potential).

[0048] In vehicle 10, terminal CP (CPLT) is connected to the HLC communication ECU 151 and the charge control ECU 152 via signal line L25. A CPLT circuit 600 is provided on signal line L25. The control unit 22 of the DR-compatible EVSE 20, or the control unit of the non-DR-compatible EVSE 40, is connected to the HLC communication ECU 151 and the charge control ECU 152 via signal line L15, terminal CP, and signal line L25.

[0049] The detection circuit C includes electrical resistors R1 and R2, and a switch S1. The signal line L14 branches from the PISW through electrical resistor R1 into two branch paths, and these branch paths are connected to the GND line L13. Electrical resistor R2 is located on one branch path, and switch S1 is located on the other branch path. Switch S1 opens and closes in conjunction with the latch release button 251 of connector 25. Switch S1 is closed (conductive) when the latch release button 251 is not pressed, and open (disconnected) when the latch release button 251 is pressed. When the user is not operating (not pressing) the latch release button 251, switch S1 is in the closed state. Switch S corresponds to a normally-on type switch. The same applies to the latch release button of connector 45.

[0050] When the user presses the latch release button 251 and inserts the connector 25 into the inlet 12 (charging port 123), the connector state changes from unmated to mated. When the connector state is mated, the connector 25 and the inlet 12 are electrically connected, and the PISW and GND are connected via the detection circuit C. As a result, the detection circuit C forms a PISW circuit and the potential of the PISW decreases. Subsequently, when the user releases the latch release button 251, the connector state changes from mated to connected, and the potential of the PISW decreases further. The PISW signal (PISW potential) in the mated and connected states can be appropriately set by the values ​​of electrical resistances R1 and R2. For example, as enclosed by the dashed line in Figure 5, when the connector state is connected, the PISW potential is set to be in range d1, and when the connector state is mated, the PISW potential is set to be in range d2. Also, when the PISW potential is in range d3, it can be detected that the connector state is unmated.

[0051] Returning to Figure 4, in S11, the charge control ECU 152 determines whether the PISW signal (PISW potential) is within range d1. If the PISW potential is within range d1, the connector state is connected, so the determination is affirmative and the process proceeds to S11. If the PISW potential is not within range d1, the determination is negative and the process proceeds to S12.

[0052] In S12, a message is sent to server 200 indicating that the connector is connected, notifying the server of the connection and ending the routine.

[0053] In S13, the connector 25 is inserted into the inlet 12, and it is determined whether the connector is in a mated state. If the PISW signal (PISW potential) is within range d2, the connector is in a mated state. The charge control ECU 152 makes a positive determination when the PISW potential is within range d2 and proceeds to S13. If the PISW potential is not within range d2, it makes a negative determination and proceeds to S14.

[0054] In S14, a message is sent to server 200 indicating that the connector is in a mated state, notifying server 200 of the mating, and the routine ends.

[0055] In S15, the connector 25 is removed from the inlet 12, and it is determined whether the connector is in an unmated state. If the PISW signal (PISW potential) is within range d3, the connector is in an unmated state. The charge control ECU 152 makes a positive determination when the PISW potential is within range d3 and proceeds to S16. If the PISW potential is not within range d3, it makes a negative determination and proceeds to S17.

[0056] In S16, a message is sent to server 200 indicating that the connector is not mated, notifying the server of the disconnection and ending the routine.

[0057] When proceeding to S17, the PISW signal (PISW potential) is not within the range d1 to d3. This condition indicates that the connector inserted into inlet 12 is non-standard, or that there is a malfunction in the equipment. In S17, a message is sent to the server indicating that the connector status is uncertain, as there is a possibility that the connector inserted into inlet 12 is non-standard or that there is a malfunction in the equipment.

[0058] The server 200 can identify the vehicle 10 connected to the DR-compatible EVSE 20 by receiving (receiving) a notification of the connector status. This allows the server to exclude the vehicle 10 not connected to the DR-compatible EVSE 20 from the power adjustment resource, thereby enabling the formulation of a charge / discharge plan with relatively high accuracy. The connector status is an example of the "mating information" described in this disclosure.

[0059] In this embodiment, the charge control ECU 152 enters a sleep state (sleep mode) after a predetermined time has elapsed following the completion of charging, the completion of discharging, and the un-mated state of the connector, in order to reduce its power consumption. The sleep state, for example, stops the operation of the CPU.

[0060] The connector mating information notification process shown in Figure 4 is executed when the charge control ECU 152 is running. When the charge control ECU 152 is in sleep mode, the connector status cannot be determined, and the connector mating information is not notified (sent) to the server 200. If the connector status is connected or mated, and the charge control ECU 152 is in sleep mode, even if the connector 25 is removed from the inlet 12 and the connector status becomes unmated, the server 200 cannot be notified that it is unmated. As a result, vehicles 10 that are not connected to the DR-compatible EVSE 20 cannot be excluded from the target of the power adjustment resource (vehicles 10 that are not connected to the DR-compatible EVSE 20 are included in the target of the power adjustment resource), and the accuracy of the formulated charge / discharge plan deteriorates.

[0061] In this embodiment, when the connector 25 of the DR-compatible EVSE 20 is connected to the inlet 12, the unlocking conditions of the locking device 300 are suitably set to prevent the connector 25 from being unintentionally removed from the inlet 12, and when the connector state becomes unmated, it is possible to transmit that it is unmated to the server 200.

[0062] Figure 6 is a flowchart showing an example of the unlock condition setting process executed by the charge control ECU 152. This flowchart is executed when the connector state transitions from an unmated state to a mated state. When the charge control ECU 152 is in sleep mode, it is activated and the process shown in this flowchart is executed when the PISW signal (PISW potential) changes from range d3 to range d2.

[0063] In S20, it is determined whether the connector is in a connected state or not. If the PISW potential is within the range d1, it is determined to be in a connected state and the process proceeds to S21. If the PISW potential is not within the range d1, the process in S20 is repeated until the PISW potential is within the range d1.

[0064] In S21, the retractable rod 302 of the locking device 300 is set to the locked position, and the connector is locked.

[0065] In the following S22, it is determined whether HLC communication has been established between the DR-compatible EVSE 20 or the non-DR-compatible EVSE 40 and the vehicle 10. When connectors 25 and 45 are connected to the inlet 12 and the connector state becomes connected, HLC communication becomes possible between the control unit 22 and the HLC communication ECU 151 via CPLT. For example, when the charge control ECU 152 detects that the connector state has become connected based on the PISW potential, it connects the switch of the CPLT circuit 600. Then the potential of the signal line L15 decreases. When the potential of the signal line L15 decreases, the control unit 22 activates the PWM signal generator 224 to generate a PWM signal (CPLT signal). When the charge control ECU 152 detects that the duty cycle of the received PWM signal is a predetermined value, it permits HLC communication to the HLC communication ECU 151, and HLC communication is established. Once HLC communication is established, it is determined to be positive in S22 and proceeds to S23. If HLC communication cannot be established, the process in S22 is repeated until HLC communication is established.

[0066] In S23, it is determined whether the EVSE connected to the vehicle 10 is a DR-compatible EVSE 20. For example, the charge control ECU 152 detects that the EVSE connected to the vehicle 10 is a DR-compatible EVSE 20 based on the HLC communication information (data). It also detects that the EVSE connected to the vehicle 10 is a non-DR-compatible EVSE 40 based on the HLC communication information (data). If it is detected that the EVSE connected to the vehicle 10 is a DR-compatible EVSE 20, it is determined to be positive in S23 and proceeds to S24. If the EVSE connected to the vehicle 10 is not a DR-compatible EVSE 20 (for example, if the vehicle 10 is connected to a non-DR-compatible EVSE 40), it is determined to be negative and proceeds to S25.

[0067] In S24, the unlock condition for the locking device 300 is set to "when user operation occurs," and the routine ends. In S25, the unlock condition for the locking device 300 is set to "when charging is complete," and the routine ends.

[0068] When the unlock condition is set to "at the end of charging," once the vehicle 10 has finished charging and a predetermined time has elapsed, the retractable rod 302 of the locking device 300 moves to the unlock position, and the device becomes unlocked. This allows the connector to be removed from the inlet 12 once charging is complete.

[0069] When the unlock condition is set to "user operation," the lock state is maintained until the user performs an unlock operation. Therefore, even after charging and discharging by the DR-compatible EVSE20 is completed, the lock device 300 maintains the locked state until the user performs an unlock operation. In this embodiment, the user performs the unlock operation by operating the unlock button 125 (see Figure 2) provided on the inlet 12. When the user presses the unlock button 125, the charge control ECU 152 drives the actuator 301 and controls the retractable rod 302 to the unlock position. Also, when the charge control ECU 152 is in sleep mode, the charge control ECU 152 is activated when the user presses the unlock button 125. The activated charge control ECU 152 then drives the actuator 301 and controls the retractable rod 302 to the unlock position.

[0070] The locking and unlocking of the locking device 300 is also linked to the operation of the smart key 350. This allows the user to unlock the doors using the smart key 350. Referring to Figure 2, the smart key 350 is a portable device carried by the user, which communicates with the smart ECU 153 to lock and unlock the doors of the vehicle 10. For example, the vehicle 10 (smart ECU 153) transmits a polling signal in the LF (Low Frequency) band at predetermined intervals. Upon receiving the polling signal, the smart key 350 transmits a response signal in the RF (Radio Frequency) band. Upon receiving the response signal, the smart ECU 153 performs authentication processing. Once authentication is successful, the user performs a predetermined operation (for example, touching the touch sensor provided on the door handle of the vehicle 10), and the smart ECU 153 unlocks the doors, drives the actuator 301, and moves the retractable rod 302 to the unlocked position. Furthermore, the doors may be unlocked and the locking device 300 released by operating the unlock switch 351 provided on the smart key 350. When the charging control ECU 152 is in sleep mode, the charging control ECU 152 is activated when the locking device 300 is unlocked using the smart key 350.

[0071] Figure 7 is a time chart for when the DR-compatible EVSE 20 is connected to the vehicle 10 in this embodiment. In this time chart, when the DR-compatible EVSE 20 is connected to the vehicle 10, it charges or discharges according to the user's needs and then waits for a DR request from the server 200. When the connector 25 is connected to the inlet 12 at time t1, the connector state changes from unmated to mated, and then to connected. The charge control ECU 152, which was in sleep mode, starts up when the connector state becomes mated (time t1). When the charge control ECU 152 starts up, it performs connector mating information notification processing (Figure 4) and unlock condition setting processing (Figure 6). Through connector mating information processing, the charge control ECU 152 (control device 15) transmits (notifies) the connector state to the server 200. As a result, the mating information becomes mated at time t1, and then to connected. Furthermore, at times prior to time t1, the unmated state that was previously sent to server 200 is maintained.

[0072] At time t1, when the charge control ECU 152 is activated, the unlock condition setting process (Figure 6) is executed. Since the vehicle 10 is connected to a DR-compatible EVSE 20, the EVSE information becomes DR-compatible EVSE. The unlock condition is set to "when user operation is performed".

[0073] The locking device 300 changes from an unlocked state to a locked state at time t1 when the connector 25 is connected to the inlet 12. Since the unlocking condition is set to "user operation," the connector 25 cannot be removed from the inlet 12 until the user performs an unlocking operation.

[0074] At time t1, connector 25 is connected to inlet 12, and once ready, charging or discharging takes place, and at time t2, charging or discharging ends. After charging or discharging ends, the charge control ECU 152 enters sleep mode after a predetermined time.

[0075] After the charging control ECU 152 enters sleep mode, at time t3, if the user operates the unlock button 125 or uses the smart key 350 to perform an unlock operation, the locking device 300 will enter an unlocked state. This unlock operation wakes the charging control ECU 152 from sleep mode.

[0076] After the user unlocks the vehicle, at time t4, if the connector 25 is unplugged from the inlet 12, the charge control ECU 152 is activated and, through the connector mating information notification process (Figure 4), notifies (sends) to the server 200 that the connector is in an unmated state. As a result, the server 200 can exclude vehicles 10 that are not connected to the DR-compatible EVSE 20 from being subject to power adjustment resources.

[0077] Figure 8 is a time chart for when the DR-compatible EVSE20 is connected to vehicle 10 in the comparative example. In the comparative example, the unlock condition is set to "at the end of charging and discharging".

[0078] Similar to the time chart in Figure 7, when connector 25 is connected to inlet 12 at time t1, the connector state changes from unmated to mated, and then to connected. The charge control ECU 152, which was in sleep mode, starts up when the connector state changes to mated. The started charge control ECU 152 executes connector mating information notification processing (Figure 4). Through connector mating information processing, the charge control ECU 152 (control device 15) transmits (notifies) the connector state to the server 200. As a result, the mating information indicates that the connector is mated at time t1, and then to connected.

[0079] Since vehicle 10 is connected to a DR-compatible EVSE 20, the EVSE information will be DR-compatible EVSE. In the comparative example, the unlock condition is set to "at the end of charging / discharging".

[0080] The locking device 300 changes from the unlocked state to the locked state at time t1 when the connector 25 is connected to the inlet 12. Since the unlocking condition is set to "at the end of charging / discharging", the locking device 300 changes from the locked state to the unlocked state when charging / discharging is complete.

[0081] At time t1, connector 25 is connected to inlet 12, and once ready, charging or discharging takes place, and at time t2, charging or discharging ends. After charging or discharging ends, the charge control ECU 152 enters sleep mode after a predetermined time.

[0082] At time t2, the locking device 300 is in an unlocked state, so at time t4, the connector 25 can be removed from the inlet 12. When the connector 25 is removed from the inlet 12, the charge control ECU 152 is in a sleep state and therefore cannot perform the connector mating information notification process and cannot send (notify) the connector status to the server 200. For this reason, in the comparative example, if the connector 25 is removed from the inlet 12 at time t4, the server 200 cannot exclude the vehicle 10 that is not connected to the DR-compatible EVSE 20 from the target of power adjustment resources.

[0083] According to the above embodiment, the locking device 300 enters a locked state when the EVSE connectors 25 and 45 are fitted into the inlet 12 of the vehicle 10. When the EVSE is a non-DR compatible EVSE 40 that does not use the vehicle 10 as a power adjustment resource, the control device 15 (charge control ECU 152) releases the lock state of the locking device 300 when the non-DR compatible EVSE 40 finishes charging the battery 11. When the EVSE is a DR compatible EVSE 20 that uses the vehicle 10 as a power adjustment resource, the control device 15 maintains the locked state of the locking device 300 after the DR compatible EVSE 20 has finished charging the battery 11 or after the battery 11 has finished discharging, until the user performs an unlock operation.

[0084] When vehicle 10 is connected to a non-DR compatible EVSE 40, the lock state is released when charging is complete, so the user can remove connector 45 from inlet 12 without performing an unlock operation, improving convenience. When vehicle 10 is connected to a DR compatible EVSE 20, the lock state is maintained after charging or discharging is complete until the user performs an unlock operation, so the connector 25 is prevented from being unintentionally removed from inlet 12, and the likelihood of vehicle 10 being used as a power adjustment resource is increased. Therefore, both convenience and adjustment capabilities can be achieved.

[0085] According to the above embodiment, when the vehicle 10 is connected to a non-DR compatible EVSE 40, the control device 15 sets the unlock condition to "at the end of charging", and when the vehicle 10 is connected to a DR compatible EVSE 20, the unlock condition is set to "when operated by the user". As a result, when the vehicle 10 is connected to a non-DR compatible EVSE 40, the lock state is released at the end of charging, so the user can remove the connector 45 from the inlet 12 without performing an unlock operation, improving convenience. Also, when the vehicle 10 is connected to a DR compatible EVSE 20, the lock state is maintained after charging or discharging is completed until the user performs an unlock operation, so the connector 25 is not unintentionally removed from the inlet 12, and the likelihood of the vehicle 10 being used as a power adjustment resource is increased. Thus, both convenience and adjustment capabilities can be achieved.

[0086] According to the above embodiment, when the EVSE connected to the vehicle 10 is a DR-compatible EVSE 20, the control device 15 notifies the server 200, which creates a charge / discharge plan based on power adjustment, of the mating information of the connector 25 and the inlet 12. This allows the server 200 to identify the vehicle that is a DR-compatible EVSE 20.

[0087] According to the above embodiment, when the DR-compatible EVSE 20 is connected, if the connector 25 is removed from the inlet 12 and becomes unmated, the control device 15 notifies the server 200 that it is unmated. When the connector 25 is removed from the inlet 12 and becomes unmated, the server 200 receives the notification and, when formulating a charge / discharge plan, can exclude vehicles 10 that are not connected to the DR-compatible EVSE 20 from the power adjustment resources and formulate a charge / discharge plan.

[0088] According to the above embodiment, the charge control ECU 152 enters a sleep state after charging and discharging are completed. This reduces the power consumption of the charge control ECU 152. The charge control ECU 152 starts up when the lock state is released by the user's unlock operation while in the sleep state. As a result, when the lock state is released by the user's unlock operation, the charge control ECU 152 starts up from the sleep state and can detect that the connector 25 has been removed from the inlet 12 and is in an unmated state, and can notify the server 200 that it is unmated. Therefore, when formulating a charge / discharge plan, the server 200 can exclude vehicles 10 that are not connected to the DR-compatible EVSE 20 from the target of power adjustment resources, and can suitably formulate a charge / discharge plan.

[0089] In the above embodiment, the control device 15 (charge control ECU 152) of the vehicle 10 transmits (notifies) mating information (connector status) to the server 200. However, the mating information may also be transmitted to the server 200 from the control unit 22 of the DR-compatible EVSE 20. This allows the mating information (connector status) to be notified using the communication between the server 200 and the DR-compatible EVSE 20.

[0090] In the above embodiment, in order to reduce its power consumption, the charge control ECU 152 enters a sleep state (sleep mode) after a predetermined time has elapsed following the completion of charging, the completion of discharging, and the un-mated state of the connector. Furthermore, if charging or discharging does not start even after a predetermined time has elapsed following the connection of connectors 25 and 45 to the inlet 12, the charge control ECU 152 may also enter a sleep state. In this case, the charge control ECU 152 is activated when charging or discharging is started by timer charging or a DR request.

[0091] In the above embodiment, EVSE and vehicle 10 performed HLC communication using a signal superimposed on the CPLT signal. However, communication between EVSE and vehicle 10 may also be performed using CAN (Controller Area Network) communication, PLC (Power Line Communications), etc.

[0092] In the above embodiment, the locking device 300 was configured in a locked state where the connector could not be removed from the inlet 12 by the retractable rod 302 contacting the latch 252. However, the locking mechanism of the locking device can have any configuration. For example, the retractable rod of the locking device may engage with a recess provided in the connector to form a locked state.

[0093] 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]

[0094] 1 Power Management System, 10 Vehicle, 11 Battery, 12 Inlet, 125 Unlock Button, 15 Control Unit, 151 HLC Communication ECU, 152 Charging Control ECU, 153 Smart ECU, 20 DR-compatible EVSE, 21 Circuit Unit, 22 Control Unit, 25 Connector, 251 Latch Release Button, 252 Latch, 30, 50 Facilities, 40 Non-DR-compatible EVSE, 45 Connector, 100, 200 Server, 300 Locking Device, 301 Actuator, 302 Retractable Rod, 350 Smart Key, 351 Unlock Switch, NW Network, PG Power System.

Claims

1. A vehicle equipped with an energy storage device, An inlet to which connectors for power supply equipment can be connected, A locking device that locks the connector in place so that it cannot be removed from the inlet when the connector is fitted into the inlet, Includes a control device, The control device is When the power supply equipment is a first power supply equipment that does not use the vehicle as a power adjustment resource, the lock state is released when the power supply equipment finishes charging the energy storage device. A vehicle that maintains the locked state until the user performs an unlock operation after the charging of the energy storage device by the power supply equipment is completed or after the discharge of the energy storage device is completed.

2. The control device is The vehicle according to claim 1, wherein, if the power supply equipment is the second power supply equipment, the vehicle notifies a server that creates a charge / discharge plan based on power adjustment of the mating information between the connector and the inlet.

3. The control device is The vehicle according to claim 2, which provides notification that the connector is not mated when it is removed from the inlet and becomes unmated.

4. The control device is After the charging is complete and after the discharging is complete, the system enters a sleep state. The vehicle according to claim 2 or 3, which is activated when the lock state is released by the unlock operation while in the sleep state.

5. The control device is The vehicle according to claim 4, wherein the fitting information is notified to the server via the second power supply equipment.

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