In-car charging system

Abstract

Even if the issue is caused by EVSE, the appropriate decision must be made regarding whether or not charging is possible, and the process must be carried out accordingly. [Solution] The on-board charging system is a system for charging a drive battery that stores power for the operation of an electric vehicle, and comprises a charger that charges the drive battery using power from the EVSE, a communication ECU that communicates with the EVSE, and a charging control ECU that controls the charger. The charging control ECU sets the start time for scheduled charging using power from the EVSE (step S114), and when the start time arrives, controls the charger to start scheduled charging to the drive battery in response to a start notification from the EVSE (steps S121, S122). The communication ECU sends information to the EVSE to cancel scheduled charging when there is no start notification and a predetermined time related to the start time arrives (steps S121, S131, S135).

Description

Technical Field

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[0001] This disclosure relates to an in-vehicle charging system, and more particularly to an in-vehicle charging system that charges a power storage device that stores power for driving a vehicle.

Background Art

[0002] Conventionally, a method of mounting a timer on an electric vehicle and performing reserved charging using the timer has been known (see, for example, Patent Document 1). According to such a method, when the current time measured by the timer reaches the reserved charging time, the electric vehicle is activated from a vehicle power supply facility such as a charging stand, and the reserved charging is started.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] However, due to problems caused by the vehicle power supply facility, such as a time deviation inside the vehicle power supply facility or an error in time acquisition from the outside due to communication abnormalities, it is assumed that the reserved charging will not start even when the reserved time arrives. In such a case, even when it is caused by the vehicle power supply facility, it is required to appropriately determine whether charging is possible on the side of the electric vehicle and proceed with the process.

[0005] This disclosure has been made to solve the above-described problems, and an object thereof is to provide an in-vehicle charging system that can appropriately determine whether charging is possible and proceed with the process even when it is caused by a vehicle power supply facility.

Means for Solving the Problems

[0006] The in-vehicle charging system described herein is a system for charging a power storage device that stores power for the operation of a vehicle, and comprises a charger that charges the power storage device using power from a vehicle power supply facility, a communication unit that communicates with the vehicle power supply facility, and a charging control unit that controls the charger. The charging control unit sets the start time for scheduled charging using power from the vehicle power supply facility, and controls the charger to start scheduled charging to the power storage device in response to a start notification from the vehicle power supply facility when the start time arrives. The communication unit transmits information to the vehicle power supply facility to cancel scheduled charging when there is no start notification and the predetermined start time arrives.

[0007] With this configuration, if there is no notification from the vehicle power supply equipment to start scheduled charging at the scheduled start time, and the predetermined start time arrives, information to cancel the scheduled charging is sent to the vehicle power supply equipment. As a result, it is possible to provide an in-vehicle charging system that can appropriately determine whether charging is possible and proceed with processing even if the issue is due to the vehicle power supply equipment.

[0008] The predetermined time may be the same as the start time. With this configuration, if there is no notification from the vehicle power supply equipment to start scheduled charging to the vehicle at the scheduled start time, information to cancel the scheduled charging is sent to the vehicle power supply equipment when the start time arrives. As a result, even if the issue is due to the vehicle power supply equipment, it is possible to appropriately determine whether charging is possible and proceed with the process.

[0009] The predetermined time may be the start time plus an additional time. With this configuration, if there is no notification from the vehicle power supply equipment to start scheduled charging to the vehicle at the scheduled start time, and the time reaches the start time plus an additional time, information to cancel the scheduled charging is sent to the vehicle power supply equipment. As a result, even if the issue is due to the vehicle power supply equipment, it is possible to appropriately determine whether charging is possible and proceed with the process.

[0010] The charging control unit may also measure the time until a predetermined time using a timer. With such a configuration, the time until the predetermined time can be measured appropriately.

[0011] The charging control unit may control the charger to start charging the energy storage device from the vehicle's power supply equipment after information indicating the cancellation of scheduled charging has been transmitted.

[0012] With this configuration, even if the issue is caused by the vehicle's power supply equipment, it is possible to appropriately determine whether charging is possible and proceed with the process further.

[0013] The system may further include a communication device that communicates with external servers and communication terminals. If there is no start notification and a predetermined time has arrived, the charging control unit may inquire with the vehicle user's communication terminal whether they want to perform immediate charging. The communication unit may, on the condition that the communication terminal responds that it wants to perform immediate charging, send information to cancel the scheduled charging, and then send a message to the vehicle's power supply equipment to perform immediate charging.

[0014] With this configuration, even if the issue is caused by the vehicle's power supply equipment, it is possible to appropriately determine whether charging is possible and proceed with the process further. [Effects of the Invention]

[0015] According to this disclosure, it is possible to provide an in-vehicle charging system that can appropriately determine whether charging is possible and proceed with the process even if the cause is related to the vehicle's power supply equipment. [Brief explanation of the drawing]

[0016] [Figure 1] This diagram schematically shows the overall configuration of the electric vehicle according to this embodiment. [Figure 2] This flowchart shows the flow of the charging process performed by the electric vehicle 1 in the first embodiment. [Figure 3] This flowchart shows the flow of the charging process performed by the electric vehicle 1 in the second embodiment. [Modes for carrying out the invention]

[0017] The embodiments of this disclosure will be described in detail below with reference to the drawings. In the drawings, identical or corresponding parts are denoted by the same reference numerals, and their descriptions will not be repeated.

[0018] Figure 1 is a schematic diagram showing the overall configuration of the electric vehicle 1 according to this embodiment. Figure 1 shows the electric vehicle 1 and the electric vehicle supply equipment (EVSE) 300 being electrically connected by charging cables 301 and 302. The EVSE 300 includes a control device 310. The EVSE 300 selectively includes an AC supply circuit 320 and a DC supply circuit 330. The control device 310 includes a CPU (Central Processing Unit) 311 and a communication unit 314.

[0019] The EVSE300 may be, for example, a standard charger installed in a typical home. In this case, the EVSE300 includes an AC supply circuit 320. The AC supply circuit 320 is controlled by a control device 310 and outputs AC power supplied from an external power source, the grid power supply 400, to the electric vehicle 1 via a charging cable 301. In this case, the EVSE300 does not include a charging cable 302 and a DC supply circuit 330 for supplying DC power.

[0020] The EVSE300 may be a rapid charger installed at a charging stand or the like at the destination of the electric vehicle 1. In this case, the EVSE300 includes a DC supply circuit 330. The DC supply circuit 330 is controlled by the control device 310 to convert the AC power of the utility power supply 400, which is an external power source, into DC power and output it to the electric vehicle 1 via the charging cable 302. In this case, in addition to the rapid charging function by the DC supply circuit 330 and the charging cable 302, the EVSE300 may also be provided with a normal charging function by the AC supply circuit 320 and the charging cable 301. Note that when externally charging the electric vehicle 1, either one of the charging cable 301 or the charging cable 302 is connected to the electric vehicle 1.

[0021] In addition to the normal charging function, the AC supply circuit 320 of the EVSE300 may be provided with a reverse power flow function for supplying the AC power supplied from the electric vehicle 1 via the charging cable 301 to the utility power supply 400. In addition to the rapid charging function, the DC supply circuit 330 of the EVSE300 may be provided with a reverse power flow function for converting the DC power supplied from the electric vehicle 1 via the charging cable 302 into AC power and supplying it to the utility power supply 400.

[0022] In the present embodiment, the electric vehicle 1 is a battery electric vehicle (BEV). However, the electric vehicle 1 may be a plug-in hybrid electric vehicle (PHEV) equipped with an internal combustion engine and capable of external charging, or a fuel cell electric vehicle (FCEV) capable of external charging and discharging. The electric vehicle 1 includes a motor generator 10, drive wheels 11, a power control unit (PCU) 20, a system main relay (SMR) 21, a drive battery 30, charging relays 32, 33, a charger 34, inlets 41, 42, and a control device 100. The in-vehicle charging system 40 includes the charger 34, the charging relays 32, 33, the inlets 41, 42, and the control device 100 (charging control ECU 110, communication ECU 140).

[0023] The control device 100 includes a charge control ECU (Electronic Control Unit) 110, a battery ECU 120, a vehicle ECU 130, and a communication ECU 140. The charge control ECU 110, the battery ECU 120, the vehicle ECU 130, and the communication ECU 140 each include processors 111, 121, 131, 141 and memories 112, 122, 132, 142.

[0024] The motor generator 10 is, for example, a three-phase AC rotating electric machine. The motor generator 10 rotationally drives the drive wheels 11 using the electric power from the drive battery 30. Also, the motor generator 10 can generate electricity by regenerative braking. The AC power generated by the motor generator 10 is converted into DC power by the PCU 20 and supplied to the drive battery 30 for charging.

[0025] The PCU 20 converts the DC power stored in the drive battery 30 into AC power and supplies it to the motor generator 10 in response to a control signal from the vehicle ECU 130 of the control device 100. Also, the PCU 20 converts the AC power generated by the motor generator 10 into DC power and supplies it to the drive battery 30 in response to a control signal from the vehicle ECU 130.

[0026] The SMR 21 is electrically connected to the power line connecting the PCU 20 and the drive battery 30. The SMR 21 switches the supply and cut-off of power between the PCU 20 and the drive battery 30 in response to a control signal from the vehicle ECU 130 of the control device 100.

[0027] The drive battery 30 is a DC power supply configured to be rechargeable and dischargeable. In this embodiment, the drive battery 30 is a battery pack in which battery cells (single cells) are electrically connected in series, and is a high-voltage battery. The battery cells may be, for example, lithium-ion secondary batteries, nickel-metal hydride batteries, or all-solid-state batteries. The monitoring unit 31 detects the voltage, input / output current, temperature, etc. of the drive battery 30 (battery cells) and outputs them to the battery ECU 120 of the control device 100.

[0028] The inlet 41 receives AC power supplied from the EVSE 300 when the charging cable 301 is connected to it. The charging relay 32 is electrically connected to the power line connecting the drive battery 30 and the charger 34. The charging relay 32 switches the supply and interruption of power between the drive battery 30 and the charger 34 in response to a control signal from the charge control ECU 110 of the control device 100.

[0029] The charger 34 is configured, for example, to include an AC / DC converter, which converts the AC power supplied via the charging cable 301 and inlet 41 into DC power and outputs it to the charging relay 32. When the electric vehicle 1 (drive battery 30) is externally charged using the power supplied from the inlet 41 (normal charging), the charging control ECU 110 closes the charging relay 32 and sends a control signal to the charger 34 to control the power supplied to the electric vehicle 1.

[0030] The inlet 42 receives DC power supplied from the EVSE 300 when the charging cable 302 is connected to it. The charging relay 33 is electrically connected to the power line connecting the drive battery 30 and the inlet 42. The charging relay 33 switches the supply and interruption of power between the drive battery 30 and the inlet 42 in response to a control signal from the charge control ECU 110 of the control device 100. When the electric vehicle 1 (drive battery 30) is externally charged using the power supplied from the inlet 42 (rapid charging), the charge control ECU 110 closes the charging relay 33 and transmits a control signal to the control device 310 of the EVSE 300 to control the power supplied to the electric vehicle 1.

[0031] The Human-Machine Interface (HMI) 101 receives input from the driver and communicates the status of the electric vehicle 1 to the driver; for example, it may be a touch panel display.

[0032] The DCM (Data Communication Module) 103 is an interface for wireless communication with external devices such as the server 200 and the communication terminal 500 via the communication network 900.

[0033] The communication ECU 140 communicates with the HMI 101, DCM 103, and the communication unit 314 of the EVSE 300 control device 310, for example, via CAN (Controller Area Network). The communication ECU 140 also controls the DCM 103 to communicate wirelessly with the server 200 and the communication terminal 500 via the communication network 900. The server 200 can communicate with multiple electric vehicles 1 and multiple EVSE 300s via the communication network 900, and updates and stores information such as the charging history of each electric vehicle 1 and information about each EVSE 300 as needed. The charging history of each electric vehicle 1 is stored linked to the location (EVSE 300) where charging took place.

[0034] One possibility is to equip the aforementioned electric vehicle 1 with a timer and perform scheduled charging using the timer. For example, when the current time measured by the timer reaches the scheduled time for scheduled charging, the electric vehicle could be started from a vehicle power supply facility such as a charging station, and scheduled charging could begin. However, it is conceivable that scheduled charging may not start even at the scheduled time due to problems caused by the EVSE300, such as a time discrepancy within the EVSE300 or errors in obtaining the time from an external source due to communication abnormalities. In such cases, even if the problem is caused by the EVSE300, it is necessary for the electric vehicle 1 to appropriately determine whether charging is possible and proceed with the processing accordingly.

[0035] Therefore, the charge control ECU 110 sets the start time for scheduled charging using power from the EVSE 300, and when the start time arrives, it controls the charger 34 to start scheduled charging to the drive battery 30 in response to a start notification from the EVSE 300. The communication ECU 140, when there is no start notification and the predetermined start time arrives, sends information to the EVSE 300 to cancel the scheduled charging.

[0036] As a result, if there is no notification from the EVSE300 to start scheduled charging to electric vehicle 1 at the scheduled start time, and the predetermined start time arrives, information to cancel the scheduled charging is sent to the EVSE300. Consequently, even if the issue is caused by the EVSE300, it is possible to appropriately determine whether charging is possible and proceed with the process.

[0037] [First Embodiment] Figure 2 is a flowchart showing the flow of the charging process performed by the electric vehicle 1 in the first embodiment. Referring to Figure 2, this charging process is called and executed at predetermined intervals from a higher-level process by the charging control ECU 110 of the control device 100 of the electric vehicle 1.

[0038] First, the processor 111 of the charge control ECU 110 determines whether the connectors of the EVSE 300's charging cables 301 and 302 are connected to the inlets 41 and 42 (step S111). If it determines in step S111 that the charging connectors are not connected (NO), the processor 111 returns the processing to the higher-level processing that called this charging process.

[0039] On the other hand, if it is determined that the charging connector has been connected (YES in step S111), the processor 111 determines whether or not the communication connection between the communication ECU 140 and the communication unit 314 of the control device 310 of the EVSE 300 has been completed (step S112). If it is determined that the communication connection has not been completed (NO in step S112), the processor 111 returns the processing to be executed to the higher-level processing that called this charging process.

[0040] On the other hand, if it is determined that the communication connection is complete (YES in step S112), the processor 111 determines whether the reservation flag, which indicates that a reservation for scheduled charging with the EVSE 300 has been made, is turned on (step S113).

[0041] If the processor determines that the reservation flag is not on (NO in step S113), it determines whether the process for agreeing on reserved charging with the EVSE 300 has been executed (step S114). Upon agreement on reserved charging, the processor 111 sets the start time of the reserved charging using power from the EVSE 300 in memory 112. The CPU 311 of the control device 310 of the EVSE 300 also sets the start time of the reserved charging to the electric vehicle 1 in memory. If the processor determines that the process for agreeing on reserved charging has not been executed (NO in step S114), it returns the process to be executed to the higher-level process that called this charging process.

[0042] The processor 111 of the charge control ECU 110 has a timer function. If it determines that the process for agreeing to a reserved charge has been executed (YES in step S114), the processor 111 uses the timer function to start measuring the timer from the reservation agreement (step S115). Then, the processor 111 changes the reservation flag to ON (step S116).

[0043] The CPU 311 of the control device 310 of the EVSE 300 has a real-time clock function. In the EVSE 300, the CPU 311 uses the real-time clock function to determine whether or not the scheduled charging start time agreed upon with the electric vehicle 1 has arrived. If it is determined that the scheduled charging start time has arrived, the CPU 311 controls the communication unit 314 to send a notification to the communication ECU 140 of the electric vehicle 1 that scheduled charging should be started.

[0044] If the electric vehicle 1 determines that the reservation flag is on (YES in step S112), or after step S116, the processor 111 of the charge control ECU 110 determines whether or not the EVSE 300 has notified the communication ECU 140 to start reserved charging (step S121). If it determines that a notification to start reserved charging has been received (YES in step S121), the processor 111 starts reserved charging in cooperation with the EVSE 300, for example, according to a charging standard such as GB / T27930.2 (step S122). After that, the processor 111 changes the reservation flag to off (step S123) and returns the processing to be executed to the processing that called this charging process.

[0045] On the other hand, if it is determined that there is no notification of the start of scheduled charging (NO in step S121), the processor 111 determines whether the timer measurement time from step S115 has reached the time from the agreed-upon time of the reservation to the current time (step S131). If it is determined that the timer measurement time has not reached the time from the agreed-upon time of the reservation to the current time (NO in step S131), the processor 111 returns the processing to be executed to the higher-level processing that called this charging process.

[0046] On the other hand, if the timer's measurement time reaches the time from the agreed reservation time to the current time (YES in step S131), the processor 111 controls the communication ECU 140 to send a signal to start the EVSE 300 and a signal to cancel the reserved charging to the communication unit 314 of the EVSE 300 (step S135). Then, the processor 111 changes the reservation flag to off (step S136).

[0047] Next, the processor 111, in accordance with a charging standard such as GB / T27930.2, starts charging in cooperation with the EVSE 300 after reconnecting to it (step S137). After that, the processor 111 returns the processing to the caller of this charging process.

[0048] [Second Embodiment] In the first embodiment, as shown in steps S131 to S137 of Figure 2, if the EVSE 300 does not start scheduled charging even when the scheduled charging start time arrives, charging is started from the electric vehicle 1 without any special confirmation from the user of the electric vehicle 1. In the second embodiment, if the EVSE 300 does not start scheduled charging even when the scheduled charging start time arrives, charging is started from the electric vehicle 1 after confirming the user's intention.

[0049] Figure 3 is a flowchart showing the flow of the charging process performed by the electric vehicle 1 in the second embodiment. Referring to Figure 3, this charging process is called and executed at predetermined intervals from a higher-level process by the charging control ECU 110 of the control device 100 of the electric vehicle 1. In Figure 3, parts that overlap with Figure 2 will not be explained again.

[0050] If the timer determines that the time measured has reached the time from the agreed reservation time to the current time (YES in step S131), the processor 111 controls the communication ECU 140 to inquire with the user's communication terminal 500 of the electric vehicle 1 via the DCM 103 and the communication network 900 whether to start charging immediately or stop charging (step S132).

[0051] If the timer's measurement time has not reached the time from the agreed reservation time to the current time (NO in step S131), or after step S132, the processor 111 determines whether the response received by the communication ECU 140 from the user's communication terminal 500 via the communication network 900 and DCM 103 is to start charging immediately (step S133). If the processor 111 determines that the response is not to start charging immediately (NO in step S133), the processor 111 changes the reservation flag to off (step S134) and returns the processing to be executed to the higher-level processing that called this charging process.

[0052] On the other hand, if the response indicates that charging will begin immediately (YES in step S133), the processor 111 executes the processes from steps S135 to S137 as described in Figure 2.

[0053] [Differentiation] (1) In the embodiments described above, as shown in step S115 of Figures 2 and 3, the time from the agreement on the scheduled charge is measured using a count-up timer. However, the invention is not limited to this, and the time may be measured by other methods, for example, the time from the agreed time for the scheduled charge to the scheduled time may be counted down.

[0054] (2) In the embodiments described above, the measurement of the time from the agreement on the reserved charge is started as shown in step S115 of Figures 2 and 3. However, the measurement is not limited to this, and the measurement may start at other times, for example, just before the reservation flag is turned on in step S116, as shown in steps S115 and S116, or immediately after the reservation flag is turned on in step S116, or when the charging connector is connected, or when communication between the electric vehicle 1 and the EVSE 300 begins.

[0055] (3) In the embodiment described above, as shown in step S131 of Figures 2 and 3, the processor 111 of the charge control ECU 110 of the control device 100 determines whether the timer measurement time has reached the time from the agreed time for scheduled charging to the current time.

[0056] However, the invention is not limited to this, and as described above, if the time from the agreed time for scheduled charging to the scheduled time is counted down, the processor 111 of the charging control ECU 110 may determine whether the counted-down time has reached zero. Alternatively, the processor 111 of the charging control ECU 110 may be equipped with a real-time clock function so that the processor 111 can determine whether the current time is the agreed time for scheduled charging.

[0057] (4) In the embodiments described above, as shown in step S131 of Figures 2 and 3, the processor 111 of the charge control ECU 110 determines whether the timer measurement time has reached the time from the agreed reservation time to the current time. However, it is not limited to this, and the processor 111 of the charge control ECU 110 may also determine whether the timer measurement time has reached the time obtained by adding an additional amount of time (for example, 5 minutes or 10 minutes) from the agreed reservation time to the current time.

[0058] (5) In the embodiments described above, as shown in step S135 of Figures 2 and 3, a signal to cancel the scheduled charge is transmitted to the EVSE 300. However, the invention is not limited to this, and the message to cancel the scheduled charge may be transmitted to the communication terminal 500 of the user of the electric vehicle 1 instead of the EVSE 300, or it may be transmitted to the communication terminal 500 of the user of the electric vehicle 1 in addition to the EVSE 300.

[0059] (6) In the embodiments described above, as shown in steps S135 to S137 of Figures 2 and 3, charging is restarted after the EVSE 300 receives a scheduled charging cancellation signal from the electric vehicle 1. However, the invention is not limited to this, and the EVSE 300 may stop charging when it receives a scheduled charging cancellation signal from the electric vehicle 1, or it may switch between stopping charging or immediately starting charging depending on whether or not it has received a scheduled charging cancellation signal.

[0060] (7) In the embodiments described above, as shown in step S114 of Figures 2 and 3, scheduled charging is established by mutual agreement between the charge control ECU 110 of the electric vehicle 1 and the control device 310 of the EVSE 300. However, the invention is not limited to this, and scheduled charging may be established by an instruction from either the electric vehicle 1 or the EVSE 300. In this case, the instructioning party sets the start time in memory and transmits the start time to the instruction receiving party, and the instruction receiving party sets the transmitted start time in memory.

[0061] [summary] (1) As shown in Figure 1, the on-board charging system 40 is a system for charging a drive battery 30 that stores power for the electric vehicle 1 to run, and comprises a charger 34 that charges the drive battery 30 using power from the EVSE 300, a communication unit (for example, a communication ECU 140) that communicates with the EVSE 300, and a charging control unit (for example, a charging control ECU 110) that controls the charger 34. As shown in Figures 2 and 3, the charging control unit sets the start time for scheduled charging using power from the EVSE 300 (for example, step S114), and controls the charger to start scheduled charging to the drive battery 30 in response to a start notification from the EVSE 300 when the start time arrives (for example, steps S121, S131, S135). If there is no start notification and a predetermined time related to the start time arrives, the communication unit transmits information to the EVSE 300 to cancel the scheduled charging (for example, steps S121, S131, S135).

[0062] As a result, if there is no notification from the EVSE300 to start scheduled charging to electric vehicle 1 at the scheduled start time, and the predetermined start time arrives, information to cancel the scheduled charging is sent to the EVSE300. Consequently, even if the issue is caused by the EVSE300, it is possible to appropriately determine whether charging is possible and proceed with the process.

[0063] (2) As shown in steps S115 and S131 of Figures 2 and 3, the predetermined time may be the same as the start time. In this case, if there is no notification from EVSE 300 to start scheduled charging to the electric vehicle 1 at the scheduled charging start time, information to cancel the scheduled charging is sent to EVSE 300 when the start time arrives. As a result, even if the cause is due to EVSE 300, it is possible to appropriately determine whether charging is possible and proceed with the process.

[0064] (3) As shown in the modified example, the predetermined time may be the start time plus an additional time. In this way, if there is no notification from EVSE300 to start scheduled charging to the electric vehicle 1 at the scheduled charging start time, and the time reaches the start time plus an additional time, information to cancel the scheduled charging is sent to EVSE300. As a result, even if the cause is attributable to EVSE300, it is possible to appropriately determine whether charging is possible and proceed with the processing.

[0065] (4) As shown in steps S115 and S131 of Figures 2 and 3, the charging control unit may measure the time until a predetermined time using a timer. This allows the time until a predetermined time to be measured appropriately.

[0066] (5) As shown in step S137 of Figures 2 and 3, the charging control unit may control the charger 34 to start charging the drive battery 30 from the EVSE 300 after information to cancel the scheduled charge has been transmitted.

[0067] This allows for a proper determination of whether charging is possible and to proceed with further processing, even if the issue is caused by the EVSE300.

[0068] (6) As shown in Figure 1, the on-board charging system 40 further includes a communication device (for example, DCM103) that communicates with an external server 200 and a communication terminal 500. As shown in steps S131 to S137 of Figure 3, if there is no start notification and a predetermined time has passed, the charging control unit may inquire with the user's communication terminal 500 of the electric vehicle 1 whether to perform immediate charging, and the communication unit may, on the condition that the communication terminal 500 replies that it will perform immediate charging, send information to cancel the scheduled charging and then send a message to the EVSE 300 to perform immediate charging.

[0069] This allows for a proper determination of whether charging is possible and to proceed with further processing, even if the issue is caused by the EVSE300.

[0070] The embodiments disclosed herein should be considered in all respects to be illustrative and not restrictive. The scope of this disclosure 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]

[0071] 1 Electric vehicle, 10 Motor generator, 11 Drive wheel, 20 PCU, 21 SMR, 30 Drive battery, 31 Monitoring unit, 32,33 Charging relay, 34 Charger, 40 On-board charging system, 41,42 Inlet, 100,310 Control device, 101 HMI, 110 Charging control ECU, 111,121,131,141 Processor, 112,122,132,142 Memory, 120 Battery ECU, 130 Vehicle ECU, 140 Communication ECU, 200 Server, 300 EVSE, 301,302 Charging cable, 311 CPU, 314 Communication unit, 320 AC supply circuit, 330 DC supply circuit, 400 System power supply, 500 Communication terminal, 900 Communication network.

Claims

1. An on-board charging system that charges a power storage device that stores electricity for the vehicle's operation, A charger that charges the energy storage device using power from the vehicle's power supply equipment, A communication unit that communicates with the aforementioned vehicle power supply equipment, The system includes a charging control unit that controls the charger, The charging control unit, Set the start time for scheduled charging using power from the vehicle power supply equipment, When the aforementioned start time arrives, the charger is controlled to start the reserved charging to the energy storage device in response to a start notification from the vehicle power supply equipment. An in-vehicle charging system in which the communication unit transmits information to the vehicle power supply equipment to cancel the scheduled charging when there is no start notification and a predetermined time for the start time has arrived.

2. The in-vehicle charging system according to claim 1, wherein the predetermined time is the same time as the start time.

3. The in-vehicle charging system according to claim 1, wherein the predetermined time is the start time plus an additional time.

4. The in-vehicle charging system according to claim 1, wherein the charging control unit measures the time until the predetermined time using a timer.

5. The in-vehicle charging system according to claim 1, wherein the charging control unit controls the charger to start charging the energy storage device from the vehicle power supply equipment after information to cancel the scheduled charging has been transmitted.

6. It further includes communication devices that communicate with external servers and communication terminals, If there is no start notification and the predetermined time arrives, the communication device will inquire with the vehicle user's communication terminal whether to immediately perform charging. The in-vehicle charging system according to claim 1, wherein the communication unit transmits information to cancel the scheduled charging, on the condition that it receives a response from the communication terminal indicating that it will perform immediate charging, and then transmits to the vehicle power supply equipment to perform immediate charging.

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