Vehicle control device, vehicle equipped with same, and vehicle control method

Abstract

To enable charging of a vehicle at many charging facilities.SOLUTION: An ECU 10 comprises a processor 101 for controlling transmission and reception of signals between a vehicle 1 and a charging facility 2 in accordance with a communication sequence defined in a charging standard. Prior to a start of power supply from the charging facility 2 to the vehicle 1, the processor 101 transmits, to the charging facility 2, a regular signal for acquiring charging permission from the charging facility 2. When the charging permission is acquired, the processor 101 starts to control charging of a battery 14 by the power supply from the charging facility 2, but when the charging permission is not acquired, the processor 101 transmits, to the charging facility 2, a retrial signal in which part of the regular signal is modified to retry acquisition of the charging permission.SELECTED DRAWING: Figure 4

Description

[Technical Field]

[0001] The present disclosure relates to a vehicle control device, a vehicle including the same, and a vehicle control method, and more particularly to a technology for charging an on-board power storage device with power supplied from a charging facility provided outside the vehicle. [Background technology]

[0002] The vehicle control device disclosed in JP 2020-127296 A (Patent Document 1) includes an input / output unit configured to input and output signals transmitted and received between the vehicle and the charger, and a control unit that controls the transmission and reception of signals via the input / output unit in accordance with a specified communication sequence for charging the power storage device. The communication sequence specifies that the vehicle proceeds with the communication sequence based on the content represented by the signal received by the vehicle from the charger. If the signal received from the charger is a predetermined specific signal, the control unit proceeds with the communication sequence regardless of the content represented by the specific signal. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Publication No. 2020-127296 [Patent Document 2] Japanese Patent Publication No. 2020-108244 Summary of the Invention [Problem to be solved by the invention]

[0004] Generally, charging of vehicles such as electric vehicles and plug-in hybrid vehicles is carried out by the vehicle and charging equipment working together to execute a series of processes defined in a charging standard. During this process, various signals are sent and received between the vehicle and charging equipment according to a communication sequence defined in the charging standard. By executing this communication sequence, the vehicle and charging equipment can establish a communication link, determine charging conditions, and mutually confirm the success or failure of charging preparations.

[0005] There are various types of charging equipment on the market. Some charging equipment may not be able to charge a vehicle due to interoperability issues between the vehicle and the charging equipment. More specifically, even if the vehicle transmits and receives signals according to the communication sequence defined in the charging standard, charging may not be permitted due to factors on the charging equipment side. The main cause of this poor interoperability is presumably that some charging equipment manufacturers introduce their own standards into the charging standard or interpret the charging standard in their own way. From the perspective of convenience for vehicle users, it is desirable to enable vehicles to be charged at as many charging equipment as possible.

[0006] The present disclosure has been made to solve the above-mentioned problems, and one of the objectives of the present disclosure is to enable charging of vehicles at many charging facilities. [Means for solving the problem]

[0007] (1) A vehicle control device according to one aspect of the present disclosure executes control for charging an on-board power storage device with power supplied from a charging facility provided external to the vehicle. The vehicle control device includes a processor that controls transmission and reception of signals with the charging facility in accordance with a communication sequence defined in a charging standard. Prior to starting power supply from the charging facility to the vehicle, the processor transmits a first signal to the charging facility to obtain charging permission from the charging facility. The first signal includes a charging frame that indicates charging conditions from the charging facility to the vehicle. If charging permission is obtained, the processor initiates charging control of the power storage device using power supplied from the charging facility. However, if charging permission is not obtained, the processor transmits a second signal, in which a portion of the first signal is modified, to the charging facility to attempt to obtain charging permission again.

[0008] (2) The first signal further includes a discharge frame indicating the discharge conditions from the vehicle to the charging equipment. The difference between the first signal and the second signal is the discharge frame. (3) The second signal includes a charge frame and a discharge frame. The discharge conditions in the second signal are set to invalid values. (4) The second signal includes a charge frame but does not include a discharge frame. (5) The discharge conditions include at least one of a lower limit value of the discharge voltage, an upper limit value of the discharge current, a lower limit discharge remaining battery capacity, and a discharge sequence management number, each of which is defined in the charging standard.

[0009] (6) The first signal further includes an optional frame indicating an optional condition that is not required by the charging standard. The difference between the first signal and the second signal is the optional frame. (7) The second signal includes a charging frame and an optional frame. The optional condition in the second signal is set to an invalid value. (8) The second signal includes a charging frame but does not include an optional frame. (9) The optional condition includes at least one of a vehicle identification number and a service code.

[0010] (10) The first signal further includes a discharge frame indicating the discharge conditions from the vehicle to the charging equipment. At least one of the charge conditions and the discharge conditions in the first signal includes optional items that are not required in the charging standard. The difference between the first signal and the second signal is the optional items. (11) The second signal includes a charge frame and a discharge frame. An invalid value is set for the optional items in the second signal. (12) The optional items include at least one of the upper limit remaining battery capacity, the estimated time to end discharge, and the amount of power that can be supplied to the vehicle.

[0011] (13) The difference between the first signal and the second signal is the difference between the information defined in the charging standard and the information defined in the legacy standard that was established before the charging standard. (14) The first signal includes a charging sequence management number for the charging standard. The second signal includes a charging sequence management number for the legacy standard. (15) The first signal includes at least one of an upper limit value for the charging voltage and an upper limit value for the charging current that are defined in the respective charging standards. The second signal includes at least one of an upper limit value for the charging voltage and an upper limit value for the charging current that are defined in the respective legacy standards.

[0012] In the configuration (1) above, if charging permission is not obtained, a second signal is sent to the charging equipment, and an attempt is made to obtain charging permission again. The second signal is a signal in which a part of the first signal is modified as described in (2) to (15) above. If the charging equipment can process the second signal, interconnectivity between the vehicle and the charging equipment is ensured, and the charging equipment may grant charging permission to the vehicle. Therefore, according to the configuration (1) above, the vehicle can be charged at many charging equipment.

[0013] (16) The processor transmits a third signal to the charging equipment when charging permission is not obtained even after transmitting the second signal to the charging equipment; transmits a fourth signal to the charging equipment when charging permission is not obtained even after transmitting the third signal to the charging equipment; and transmits a fifth signal to the charging equipment when charging permission is not obtained even after transmitting the fourth signal to the charging equipment. The first signal further includes a discharge frame indicating discharge conditions from the vehicle to the charging equipment and an optional frame indicating optional conditions defined as not mandatory in the charging standard. At least one of the charge conditions and discharge conditions in the first signal includes optional items defined as not mandatory in the charging standard. The difference between the first signal and the second signal is the discharge frame. The difference between the first signal and the third signal is the optional frame or the optional item. The difference between the first signal and the fourth signal is a difference between information defined in the charging standard and information defined in a legacy standard established before the charging standard.

[0014] In the above configuration (16), if charging permission is not obtained, not only the second signal but also the third and fourth signals are transmitted. As will be described in detail later, the second to fourth signals are transmitted in order of the likelihood that the charging facility is capable of handling the signal. Therefore, according to the above configuration (16), the vehicle can be charged at an even greater number of charging facilities.

[0015] (17) A vehicle according to another aspect of the present disclosure includes the vehicle control device described above in (1).

[0016] According to the configuration of (17) above, it is possible to provide a vehicle that can be charged at many charging facilities.

[0017] (18) A vehicle control method according to yet another aspect of the present disclosure charges a power storage device mounted on the vehicle with power supplied from a charging facility provided outside the vehicle. The vehicle control method includes transmitting and receiving signals between the vehicle and the charging facility in accordance with a communication sequence defined in a charging standard. The transmitting and receiving steps include first to third steps. The first step is transmitting a first signal from the vehicle to the charging facility to obtain charging permission from the charging facility before starting power supply from the charging facility to the vehicle. The second step is starting power supply from the charging facility if the vehicle obtains charging permission. The third step is transmitting a second signal, in which a portion of the first signal is modified, from the vehicle to the charging facility to attempt to obtain charging permission again if the vehicle does not obtain charging permission.

[0018] According to the method of (18) above, similar to the configuration of (1) above, the vehicle can be charged at many charging facilities. [Effects of the Invention]

[0019] According to the present disclosure, vehicles can be charged at many charging facilities. [Brief explanation of the drawings]

[0020] [Figure 1] 1 is a diagram illustrating a schematic overall configuration of a charging system according to an embodiment of the present disclosure. [Figure 2] FIG. 2 is a block diagram showing the configuration of a vehicle and a charging facility. [Figure 3] FIG. 4 is a sequence diagram showing an outline of a communication sequence between a vehicle and a charging facility. [Figure 4] 4 is a flowchart showing a processing procedure of a communication sequence in the present embodiment. [Figure 5] FIG. 10 is a diagram for explaining the characteristics of five types of retry signals. [Figure 6] 10A and 10B are diagrams illustrating the structure of frames included in five types of retry signals. [Figure 7] 1 is a flowchart showing a processing procedure of a communication sequence according to the CAN protocol in the CHAdeMO system. [Figure 8] 8 is a flowchart showing a continuation of the processing procedure shown in the flowchart of FIG. 7. [Figure 9] FIG. 1 is a diagram illustrating an outline of a frame structure in the CAN protocol. [Figure 10] FIG. 1 is a first diagram for explaining an n-th retry signal in the present embodiment. [Figure 11] FIG. 2 is a diagram showing details of a discharge frame. [Figure 12] FIG. 2 is a second diagram for explaining the n-th retry signal in the present embodiment. DETAILED DESCRIPTION OF THE INVENTION

[0021] Hereinafter, embodiments of the present disclosure will be described in detail with reference to the drawings. In the drawings, the same or corresponding parts are designated by the same reference numerals, and description thereof will not be repeated.

[0022] [Embodiment Mode] <Overall configuration of charging system> Fig. 1 is a diagram illustrating a schematic overall configuration of a charging system according to an embodiment of the present disclosure. Charging system 100 includes vehicle 1, charging equipment 2, and a charging cable 3. Fig. 1 illustrates a state in which vehicle 1 and charging equipment 2 are electrically connected via charging cable 3. In this state, power is supplied from charging equipment 2 to vehicle 1 (so-called external charging control).

[0023] Vehicle 1 is, for example, a battery electric vehicle (BEV). Vehicle 1 may also be, for example, a plug-in hybrid electric vehicle (PHEV) or a fuel cell electric vehicle (FCEV), as long as the vehicle is configured to be externally charged.

[0024] The charging facility 2 is, for example, an EVPS (Electric Vehicle Power Station) installed at a public charging station. In this embodiment, the charging facility 2 is a DC (Direct Current) charger that supports rapid charging. The amount of power supplied from the charging facility 2 to the vehicle 1 is not particularly limited.

[0025] 2 is a block diagram showing the configurations of vehicle 1 and charging facility 2. Charging facility 2 converts power (AC power) supplied from a power grid 4 into power (DC power) to charge battery 14 mounted on vehicle 1. Charging facility 2 includes a power line ACL, an AC / DC converter 21, a voltage sensor 22, power feed lines PL0 and NL0, and a control circuit 20.

[0026] The power line ACL transmits AC power from the system power supply 4 to the AC / DC converter 21. The AC / DC converter 21 converts the AC power on the power line ACL into DC power for charging the battery 14 mounted on the vehicle 1. The DC power output from the AC / DC converter 21 is supplied by a positive power feeder line PL0 and a negative power feeder line NL0. The voltage sensor 22 detects the voltage between the power feeder line PL0 and the power feeder line NL0 and outputs the detection result to the control circuit 20.

[0027] The control circuit 20 includes a processor, a memory, a storage, and an input / output interface (none of which are shown). The processor controls communication with the vehicle 1 and controls the power conversion operation of the AC / DC converter 21 based on the voltage detected by the voltage sensor 22, signals from the vehicle 1, data stored in the memory, and programs (which may include maps, etc.) stored in the storage.

[0028] The vehicle 1 includes an inlet 11, charging lines PL1 and NL1, a voltage sensor 121, a current sensor 122, charging relays (CHR: Charge Relay) 131 and 132, system main relays (SMR: System Main Relay) 133 and 134, a battery 14, power lines PL2 and NL2, a PCU (Power Control Unit) 15, a motor generator (MG: Motor Generator) 16, a power transmission gear 171, drive wheels 172, and an ECU (Electronic Control Unit) 10.

[0029] The inlet 11 is configured so that the connector 31 of the charging cable 3 can be inserted thereinto by mechanical connection such as fitting. Inserting the connector 31 ensures an electrical connection between the power feeder PL0 and the positive electrode contact of the inlet 11, and also ensures an electrical connection between the power feeder NL0 and the negative electrode contact of the inlet 11. Furthermore, connecting the inlet 11 and the connector 31 via the charging cable 3 enables the ECU 10 of the vehicle 1 and the control circuit 20 of the charging equipment 2 to mutually transmit and receive various signals (requests, commands, messages, frames, etc.) through communication in accordance with a communication protocol such as CAN (Controller Area Network).

[0030] The voltage sensor 121 is electrically connected between the charging line PL1 and the charging line NL1, closer to the inlet 11 than the charging relays 131, 132. The voltage sensor 121 detects the DC voltage between the charging line PL1 and the charging line NL1 and outputs the detection result to the ECU 10. The current sensor 122 is provided, for example, on the charging line PL1. The current sensor 122 detects the current flowing through the charging line PL1 and outputs the detection result to the ECU 10. The ECU 10 can calculate the power supplied from the charging facility 2 (the amount of charge in the battery 14) based on the detection results from the voltage sensor 121 and the current sensor 122.

[0031] The charging relay 131 is connected to the charging line PL1, and the charging relay 132 is connected to the charging line NL1. The closing / opening of the charging relays 131 and 132 is controlled in response to a command from the ECU 10. When the charging relays 131 and 132 are closed and the SMRs 133 and 134 are closed, power transmission between the inlet 11 and the battery 14 becomes possible.

[0032] The battery 14 supplies electric power for generating a driving force for the vehicle 1. The battery 14 also stores electric power generated by the motor generator 16. The battery 14 is a battery pack including a plurality of cells 140. Each cell 140 is a secondary battery such as a lithium-ion battery or a nickel-metal hydride battery. The battery 14 corresponds to the "electricity storage device" according to the present disclosure. Instead of the battery 14, a capacitor such as an electric double layer capacitor may be used as the "electricity storage device."

[0033] The positive electrode of the battery 14 is electrically connected to a node ND1 via an SMR 133. The node ND1 is electrically connected to a charging line PL1 and a power line PL2. Similarly, the negative electrode of the battery 14 is electrically connected to a node ND2 via an SMR 134. The node ND2 is electrically connected to a charging line NL1 and a power line NL2. The closing / opening of the SMRs 133 and 134 is controlled in response to a command from the ECU 10.

[0034] The battery 14 is provided with a voltage sensor 141, a current sensor 142, and a battery temperature sensor 143. The voltage sensor 141 detects the voltage of the battery 14. The current sensor 142 detects the current input to and output from the battery 14. The battery temperature sensor 143 detects the temperature of the battery 14. Each sensor outputs its detection result to the ECU 10. The ECU 10 can calculate the SOC (State Of Charge) of the battery 14 based on the detection results of the voltage sensor 141 and / or the current sensor 142.

[0035] PCU 15 is electrically connected between power lines PL2, NL2 and motor generator 16. PCU 15 includes a converter and an inverter (neither of which are shown), and drives motor generator 16 in accordance with a command from ECU .

[0036] Motor generator 16 is an AC rotating electric machine, such as a permanent magnet synchronous motor with a rotor in which a permanent magnet is embedded. The output torque of motor generator 16 is transmitted to drive wheels 172 via power transmission gear 171, causing vehicle 1 to move. Furthermore, motor generator 16 can generate electricity using the rotational force of drive wheels 172 when braking vehicle 1. The power generated by motor generator 16 is converted by PCU 15 into charging power for battery 14.

[0037] Like the control circuit 20, the ECU 10 includes a processor 101, a memory 102, a storage 103, and an input / output interface 104. The storage 103 is a rewritable nonvolatile memory such as a hard disk drive (HDD), a solid state drive (SSD), or a flash memory. The storage 103 stores a system program including an operating system (OS) and a control program including computer-readable code required for control calculations. The processor 101 is, for example, a central processing unit (CPU) or a microprocessing unit (MPU). The processor 101 reads the system program and the control program, loads them into the memory 102, and executes them to perform various calculation processes related to the control of the vehicle 1 (particularly external charging control in this embodiment). The input / output interface 104 inputs and outputs various data between the ECU 10 and other devices (in this example, the charging facility 2, but may also include a server, a user terminal, etc.). The ECU 10 may be divided into multiple ECUs for different functions.

[0038] <Communication sequence overview> In the external charging control, the processor 101 of the ECU 10 controls the transmission and reception of messages to and from the charging facility 2 in accordance with a communication sequence defined in the charging standard. An example of the communication sequence will be described below.

[0039] 3 is a sequence diagram showing an overview of a communication sequence between vehicle 1 and charging facility 2. In the diagram, the left side shows sequence processing executed by control circuit 20 of charging facility 2, and the right side shows sequence processing executed by ECU 10 of vehicle 1. For simplicity, hereinafter, the entity that executes the processing executed by ECU 10 will be referred to as vehicle 1, and the entity that executes the processing executed by control circuit 20 will be referred to as charging facility 2.

[0040] The communication sequence shown in Figure 3 starts when the vehicle 1 and the charging equipment 2 are electrically connected by the charging cable 3 and a low-voltage power supply is turned on to enable communication between the vehicle 1 and the charging equipment 2.

[0041] First, a handshake is performed between the vehicle 1 and the charging facility 2 (SQ1, SQ2). The handshake message may include information regarding the version number of the compliant communication sequence (communication protocol). Furthermore, messages for identifying each other are sent and received between the vehicle 1 and the charging facility 2 (SQ3, SQ4). If the mutual identification is successful, a communication link between the vehicle 1 and the charging facility 2 is established.

[0042] Next, vehicle 1 transmits a "charging frame" indicating the charging conditions from charging facility 2 to vehicle 1 (SQ5). The charging conditions include items such as upper limit charging voltage, lower limit charging voltage, upper limit charging current, lower limit charging current, charging command current value, and charging sequence management number. The charging conditions may include only some of these items. In response to the charging frame from vehicle 1, charging facility 2 transmits a charging frame indicating the charging conditions of charging facility 2 (conditions for power supply from charging facility 2 to vehicle 1) to vehicle 1 (SQ6). The charging conditions of charging facility 2 may include items similar to those of vehicle 1.

[0043] Next, vehicle 1 transmits a "discharge frame" indicating the discharge conditions from vehicle 1 to charging facility 2 to charging facility 2 (SQ7). Discharge frames are used during V2G (Vehicle to Grid) or V2H (Vehicle to Home) operations, but discharge frames can also be transmitted and received when charging vehicle 1. Discharge conditions include, for example, items such as upper discharge voltage limit, lower discharge voltage limit, upper discharge current limit, lower discharge current limit, lower discharge capacity limit, and discharge sequence management number. Discharge conditions may include only some of these items. In response to the discharge frame from vehicle 1, charging facility 2 transmits a discharge frame indicating the discharge conditions of charging facility 2 (conditions for power supply from vehicle 1 to charging facility 2) to vehicle 1 (SQ8). The discharge conditions of charging facility 2 may include items similar to those of vehicle 1.

[0044] Furthermore, vehicle 1 transmits an "optional frame" that is not required by the charging standard to charging equipment 2 (SQ9). The optional frame typically contains peripheral information related to charging and discharging of vehicle 1, and includes items such as the identification code of vehicle 1 (vehicle ID), the service code of vehicle 1, and the identification code of the manufacturer of vehicle 1 (manufacturer code). Similarly, charging equipment 2 transmits its optional frame to vehicle 1 (SQ10). The optional frame of charging equipment 2 may include items similar to those of the optional frame of vehicle 1.

[0045] In FIG. 3, an example has been described in which the charge frame, discharge frame, and optional frame are transmitted in this order. However, transmission of the discharge frame and optional frame is not essential. Also, the charge frame, discharge frame, and optional frame may be transmitted in a different order. As in an example described later, the charge frame, discharge frame, and optional frame may be transmitted all at once. Also, in the example described below, each frame is transmitted from vehicle 1 to charging facility 2 first. However, each frame may be transmitted from charging facility 2 to vehicle 1 first.

[0046] Once the transmission and reception of the three types of frames is complete and both vehicle 1 and charging facility 2 are ready to charge, vehicle 1 transmits a charge request message to charging facility 2 (SQ11). In response to the charge request message, charging facility 2 transmits a charge permission message to vehicle 1 (SQ12). This completes charging preparation and starts charging of vehicle 1 (power supply from charging facility 2 to vehicle 1). The charge permission message may include a message from charging facility 2 notifying the start of charging.

[0047] Thereafter, when a predetermined charging suspension condition is met, such as when the battery 14 is fully charged, the vehicle 1 transmits a charging suspension message to the charging facility 2 (SQ13). In response to the charging suspension message from the vehicle 1, the charging facility 2 transmits a charging suspension message to the vehicle 1 (SQ14).

[0048] <Deteriorating interconnectivity> As explained in FIG. 3, the communication sequence defined in the charging standard proceeds by essentially exchanging signals (messages, frames, etc.) alternately between vehicle 1 and charging equipment 2. Even if vehicle 1 transmits signals according to the communication sequence defined in the charging standard, charging may not be permitted if charging equipment 2 does not properly process the received signals. The main cause of this deterioration in interoperability is presumed to be that some of the various charging equipment on the market does not properly comply with the charging standard (for example, charging equipment manufacturers introduce their own standards into the charging standard or interpret the charging standard in their own way). From the perspective of convenience for vehicle 1 users, it is desirable for vehicle 1 to be able to charge at as many charging equipment 2 as possible.

[0049] Therefore, in this embodiment, if the vehicle 1 does not acquire a charge permission message from the charging facility 2, the vehicle 1 transmits a "retry signal" to the charging facility 2 to attempt to acquire the charge permission message again. The retry signal is a partially modified version of one of the three types of frames (charge frame, discharge frame, and optional frame). Note that the modification may include change and deletion.

[0050] If the charging equipment 2 cannot process the initial signal containing the three types of frames but can properly process the retry signal, a charging permission message may be generated and transmitted from the charging equipment 2 to the vehicle 1. This allows the vehicle 1 to be charged using the charging equipment 2. The process of transmitting the retry signal will be described in detail below with reference to a flowchart.

[0051] <Processing flow> 4 is a flowchart showing the processing steps of the communication sequence in this embodiment. The series of processes shown in this flowchart is executed when a predetermined condition is met (for example, at each control period when the vehicle 1 and the charging equipment 2 are connected by the charging cable 3). Each step is realized by software processing by the ECU 10 of the vehicle 1, but may also be realized by hardware (electrical circuitry) arranged within the ECU 10. Hereinafter, each step is abbreviated as S.

[0052] In S1, the vehicle 1 performs a handshake and mutual identification between the vehicle 1 and the charging facility 2, and establishes a communication link between the vehicle 1 and the charging facility 2 (SQ1 to SQ4 in FIG. 3).

[0053] In S2, the vehicle 1 transmits and receives a normal signal to and from the charging facility 2 in accordance with a communication sequence defined in the charging standard. Specifically, the vehicle 1 transmits a signal including a charge frame, a discharge frame, and an optional frame (which may be combined into a single signal or may be divided into multiple signals) to the charging facility 2. The normal signal corresponds to the "first signal" according to the present disclosure. The vehicle 1 also receives a signal including a charge frame, a discharge frame, and an optional frame from the charging facility 2 (SQ5 to SQ10 in FIG. 3).

[0054] In S3, the vehicle 1 determines whether or not it has received a charging permission message from the charging facility 2. If it has received a charging permission message (YES in S3), the vehicle 1 starts charging the vehicle 1 by sending a charging request message to the charging facility 2 (S4, SQ11 and SQ12 in FIG. 3 ).

[0055] In S5, the vehicle 1 determines whether a predetermined charging suspension condition is met. Charging continues until the charging suspension condition is met (NO in S5). When the charging suspension condition is met (YES in S5), the vehicle 1 stops charging of the vehicle 1 by transmitting a charging suspension message to the charging facility 2 (S6, SQ13 and SQ14 in FIG. 3).

[0056] Here, if a charging permission message is not acquired from the charging facility 2 in S3 (NO in S3), the vehicle 1 proceeds to the process in S7 and attempts again to acquire a charging permission message from the charging facility 2 by transmitting an nth retry signal (n=1 to 5, initial value n=1) described below to the charging facility 2. Each of the nth retry signals corresponds to a "second signal" according to the present disclosure.

[0057] In S8, the vehicle 1 determines whether or not a charging permission message has been acquired from the charging facility 2. If a charging permission message has been acquired (YES in S8), the vehicle 1 proceeds to S4 and starts charging the vehicle 1 by transmitting a charging request message to the charging facility 2.

[0058] On the other hand, if the vehicle 1 has not acquired a charging permission message from the charging facility 2 (NO in S8), the vehicle 1 determines whether all attempts to acquire a charging permission message from the charging facility 2 have been completed (S9). If an unsent retry signal remains (NO in S9), the vehicle 1 increments n by 1 (S10) and transmits the nth retry signal to the charging facility 2 (S7). If transmission of all retry signals has been completed, that is, if the charging permission message has not been acquired even after transmitting the fifth retry signal (YES in S9), the vehicle 1 ends the series of processes.

[0059] <retry signal> Fig. 5 is a diagram for explaining the characteristics of the five types of retry signals. As described above, in the nth retry signal, at least one frame among the charge frame, discharge frame, and optional frame is different from the normal frame included in the normal signal (the frame transmitted in the process of S2 in Fig. 4). Fig. 6 is a diagram schematically showing the structure of a frame included in the nth retry signal. With reference to Figs. 5 and 6, the retry signal includes a header for controlling the destination of data, a payload which is the data itself, and a trailer for checking for data corruption, etc.

[0060] The first retry signal is a discharge frame with an invalid value set in the payload. The invalid value may be a value that cannot be used in a normal frame, or may be a value outside the range (normal range) defined in the charging standard. The invalid value may be set appropriately. Typically, the invalid value is set to all zeros (in the example described below, all 8 bits are set to zero = 0x00), but the invalid value may also be other values ​​(for example, all 8 bits are set to 1 = 0xFF). When the invalid value is zero, the first retry signal includes a normal charging frame, a discharge frame with a payload of all zeros, and a normal arbitrary frame.

[0061] The second retry signal does not transmit a discharge frame, i.e., the second retry signal includes a normal charging frame and a normal optional frame, but does not include a discharge frame.

[0062] The third retry signal is a signal in which optional items (items that are not required by the charging standard) included in the payload of at least one of the charging frame and the discharging frame are set to invalid values. If there are multiple optional items, invalid values ​​may be set for only some of the optional items, and normal values ​​may be set for the remaining optional items. Alternatively, an invalid value may be set in the payload of the optional frame. The invalid value may be set as appropriate. Typically, the invalid value is set to zero, but the invalid value may also be other values. If the invalid value is zero, the third retry signal includes any frame (which may be one type or two types) in which the optional items are set to zero, and other normal frames.

[0063] The fourth retry signal does not transmit any frames, i.e., the fourth retry signal includes a normal charging frame and a normal discharging frame, but does not include any frames.

[0064] The fifth retry signal is a signal in which values ​​conforming to the conventional charging standard (legacy standard) are set for part of the payload (items such as charging conditions and discharging conditions) of at least one of the three types of frames. For example, in the payload of a charging frame, upper limits conforming to the conventional standard are set for the upper limit of the charging voltage and / or the upper limit of the charging current. If there are multiple applicable items, only some of the items may be set to values ​​conforming to the legacy standard, and the remaining items may be set to normal values ​​(values ​​conforming to the new charging standard). The fifth retry signal includes any of the frames (which may be one, two, or three types) modified to conform to the legacy standard and other normal frames.

[0065] It is not essential that the retry signal include both a discharge frame and an optional frame. For example, the first, third, and fifth retry signals may include a charge frame and a discharge frame but may not include an optional frame. The second retry signal may include only a charge frame. The fourth retry signal may include only a charge frame.

[0066] As described above, in this embodiment, if the vehicle 1 transmits a normal signal to the charging equipment 2 in accordance with the communication sequence defined in the charging standard but does not receive a charging permission message from the charging equipment 2, the vehicle 1 transmits a retry signal to the charging equipment 2, which is a modified version of the normal signal. The retry signal is a modified or deleted version of a portion of the normal signal that is not essential for charging, specifically, an optional item in the charging frame, a discharging frame, or an optional frame. If the charging equipment 2 can process the retry signal, interconnectivity between the vehicle 1 and the charging equipment 2 is ensured, and the charging equipment 2 can transmit a charging permission message to the vehicle 1. Therefore, this embodiment makes it possible to charge the vehicle 1 at many charging equipment 2.

[0067] 4 to 6 illustrate an example in which five types of retry signals are transmitted. However, vehicle 1 does not necessarily have to transmit all five types of retry signals to charging facility 2. Vehicle 1 may transmit only the first retry signal, or may transmit only one of the other types of retry signals. Vehicle 1 may transmit only two to four types of retry signals. In other words, vehicle 1 only needs to transmit at least one of the five types of retry signals to charging facility 2. Furthermore, the order in which vehicle 1 transmits the nth retry signal to charging facility 2 can be changed as appropriate.

[0068] It is desirable for the vehicle 1 to transmit the first retry signal and / or the second retry signal before the third to fifth retry signals. Older charging equipment 2 that does not support processing of discharge frames may treat the received discharge frame as noise, so to speak. For such charging equipment 2, there is a high possibility that interconnectivity will be ensured by transmitting the first retry signal or the second retry signal. As a result, if interconnectivity is ensured, there is no need to transmit the third to fifth retry signals, thereby reducing the time required for exchanging retry signals.

[0069] It is desirable for the vehicle 1 to transmit the third retry signal and / or the fourth retry signal before the fifth retry signal, because with older charging equipment 2, the possibility of ensuring interoperability by setting invalid values ​​to optional items or not transmitting optional frames is higher than the possibility of ensuring interoperability by setting conventional standard values.

[0070] The vehicle 1 may transmit, for example, the first retry signal, the third retry signal, and the fifth retry signal in this order. In other words, the vehicle 1 may omit transmitting the second retry signal and the fourth retry signal. In this case, since the only change required is to replace a portion of the payload with another value (an invalid value or a conventional standard value), it is easier to implement the software (program) in the ECU 10 of the vehicle 1 than to delete the entire frame.

[0071] [Example] In this embodiment, a configuration example will be described in which a vehicle 1 and a charging facility 2 communicate with each other in accordance with the CAN protocol in the CHAdeMO system.

[0072] Fig. 7 is a flowchart showing the processing steps of a communication sequence according to the CAN protocol in the CHAdeMO system. Fig. 8 is a flowchart showing the continuation of the processing steps shown in the flowchart in Fig. 7. In CHAdeMO, the above three types of frames are transmitted in the pre-charging information exchange process.

[0073] Figure 9 shows an overview of the frame structure in the CAN protocol. Each of the three types of frames includes an SOF (Start of Frame), an identifier ID indicating the data content, the identity of the transmitting node, the priority of communication arbitration, etc., an RTR (Remote Transmission Request) indicating the frame type (data frame / remote frame), a control field indicating the number of bytes in the data field (DLC: Data Length Code), etc., a data field, a frame check sequence using a CRC (Cyclic Redundancy Check), an acknowledgment ACK by which the receiving node returns a response, and an EOF (End of Frame). The SOF, ID, RTR, and control fields correspond to the header shown in Figure 6. The data field corresponds to the payload. The CRC, ACK, and EOF correspond to the trailer.

[0074] Fig. 10 is the first diagram for explaining the nth retry signal in this embodiment. Frames with identifier IDs in the 100s (100 to 102) are charge frames. Frames with identifier IDs in the 200s (200, 201) are discharge frames. Fig. 11 is a diagram showing the details of a discharge frame.

[0075] 10 and 11, vehicle 1 may substitute a number conforming to the conventional standard as a charge sequence management number in byte 0 of the data field included in the charge frame with ID=102. Vehicle 1 may substitute values ​​conforming to the conventional standard as the upper limit charge voltage and upper limit charge current in bytes 1 to 3 of the data field. As a specific example, the upper limit charge current may be changed from 400 A to 125 A. These are examples of a fifth retry signal.

[0076] Vehicle 1 may substitute an invalid value, such as all zeros, for bytes 0 to 7 of the data field included in the discharge frame with ID=200. This is an example of a first retry signal. Vehicle 1 may not transmit the discharge frame with ID=200. This is an example of a second retry signal. Vehicle 1 may substitute values ​​of conventional standards for the upper discharge current limit value in byte 0 of the data field and the lower discharge voltage limit value in bytes 4 and 5 of the data field. These are examples of a fifth retry signal. Vehicle 1 may substitute an invalid value, such as zero, for the upper charge remaining battery capacity limit value in byte 7 of the data field. This is an example of a third retry signal.

[0077] Similarly, vehicle 1 may substitute invalid values ​​into bytes 0 to 7 of the data field included in the discharge frame with ID=201. This is another example of a first retry signal. Vehicle 1 may not transmit the discharge frame with ID=201. This is another example of a second retry signal. Vehicle 1 may substitute a number of the conventional standard as the V2H charge / discharge sequence management number into byte 0 of the data field. This is another example of a fifth retry signal. Vehicle 1 may substitute invalid values ​​into the estimated discharge completion time in bytes 1 and 2 of the data field and / or the amount of power that can be supplied to the vehicle in bytes 3 and 4. These are other examples of a third retry signal.

[0078] FIG. 12 is a second diagram illustrating the n-th retry signal in this embodiment. Frames with identifiers in the 700s (710 to 712, 718) are arbitrary frames for notifying a vehicle ID or a service code. Vehicle 1 may substitute an invalid value, such as all zeros, in bytes 0 to 7 of the data field included in the arbitrary frame with ID=710. The same applies to the other arbitrary frames with ID=711, 712, 718. These are other examples of the third retry signal. Alternatively, vehicle 1 may not transmit any frame with ID=710 to 712, 718. This is an example of the fourth retry signal.

[0079] It should be noted that the retry signals described in FIGS. 10 to 12 are merely examples, and it is noted that retry signals can also be generated by modifying other items.

[0080] Although the present embodiment uses the CHAdeMO system as an example, the charging standards to which the present disclosure is applicable are not limited to the CHAdeMO system. The present disclosure is also applicable to other fast charging standards such as the GB / T system, the Combo system (CCS1 / CCS2), and the Tesla system. Those skilled in the art will easily understand which frames of other fast charging standards should be modified (changed or deleted) in accordance with the present disclosure.

[0081] The embodiments disclosed herein should be considered to be illustrative and not restrictive in all respects. The scope of the present disclosure is defined by the claims rather than the description of the above embodiments, and it is intended to include all modifications within the meaning and scope of the claims. [Explanation of symbols]

[0082] 100 Charging system, 1 Vehicle, 10 ECU, 101 Processor, 102 Memory, 103 Storage, 104 Input / Output Interface, 11 Inlet, 121 Voltage Sensor, 122 Current Sensor, 131, 132 Charging Relay, 14 Battery, 140 Cell, 141 Voltage Sensor, 142 Current Sensor, 143 Battery Temperature Sensor, 15 PCU, 16 Motor Generator, 171 Power Transmission Gear, 172 Drive Wheel, 2 Charging Equipment, 20 Control Circuit, 21 AC / DC Converter, 22 Voltage Sensor, 3 Charging Cable, 31 Connector, 4 System Power Supply, ACL, NL2, PL2 Power Lines, ND1, ND2 Node, NL0, PL0 Power Supply Lines, NL1, PL1 Charging Lines.

Claims

1. A vehicle control device that executes control to charge a power storage device mounted on a vehicle with electric power supplied from a charging facility provided outside the vehicle, a processor that controls transmission and reception of signals to and from the charging facility in accordance with a communication sequence defined in a charging standard; The processor transmits a first signal to the charging facility to obtain a charging permission from the charging facility before starting power supply from the charging facility to the vehicle; the first signal includes a charging frame indicating a charging condition from the charging facility to the vehicle; The processor: When the charging permission is obtained, charging control of the power storage device using power supply from the charging facility is started, If the charging permission is not obtained, the vehicle control device transmits a second signal, in which a part of the first signal is modified, to the charging equipment in order to attempt to obtain the charging permission again.

2. The first signal further includes a discharge frame indicating a discharge condition from the vehicle to the charging equipment; The vehicle control device according to claim 1 , wherein the difference between the first signal and the second signal is the discharge frame.

3. the second signal includes the charge frame and the discharge frame; The vehicle control device according to claim 2 , wherein the discharge condition in the second signal is set to an invalid value.

4. The vehicle control device according to claim 2 , wherein the second signal includes the charging frame but does not include the discharging frame.

5. The vehicle control device according to any one of claims 2 to 4, wherein the discharge conditions include at least one of a lower limit value of discharge voltage, an upper limit value of discharge current, a lower limit discharge battery remaining capacity, and a discharge sequence management number, each of which is defined in the charging standard.

6. the first signal further includes an optional frame indicating an optional condition defined as not mandatory in the charging standard; The vehicle control device according to claim 1 , wherein the difference between the first signal and the second signal is the arbitrary frame.

7. the second signal includes the charging frame and the optional frame; The vehicle control device according to claim 6 , wherein an invalid value is set for the optional condition in the second signal.

8. The vehicle control device according to claim 6 , wherein the second signal includes the charging frame but does not include the optional frame.

9. The vehicle control device according to any one of claims 6 to 8, wherein the optional condition includes at least one of an identification number and a service code of the vehicle.

10. The first signal further includes a discharge frame indicating a discharge condition from the vehicle to the charging equipment; At least one of the charging condition and the discharging condition in the first signal includes an optional item that is defined as not essential in the charging standard; The vehicle control device according to claim 1 , wherein the difference between the first signal and the second signal is the optional item.

11. the second signal includes the charge frame and the discharge frame; The vehicle control device according to claim 10 , wherein an invalid value is set for the optional item in the second signal.

12. The vehicle control device according to claim 10 or 11, wherein the optional items include at least one of an upper limit of remaining battery capacity to be charged, an estimated time to end discharging, and an amount of power that can be supplied to the vehicle.

13. 2. The vehicle control device according to claim 1, wherein the difference between the first signal and the second signal is a difference between information defined in the charging standard and information defined in a conventional standard that was standardized before the charging standard.

14. the first signal includes a charging sequence control number of the charging standard; The vehicle control device according to claim 13 , wherein the second signal includes a charge sequence management number of the conventional standard.

15. the first signal includes at least one of an upper limit value of a charging voltage and an upper limit value of a charging current, each of which is defined in the charging standard; The vehicle control device according to claim 13 , wherein the second signal includes at least one of an upper limit value of a charging voltage and an upper limit value of a charging current, each of which is defined in the conventional standard.

16. The processor: If the charging permission is not obtained even after the second signal is transmitted to the charging equipment, a third signal is transmitted to the charging equipment; If the charging permission is not obtained even after the third signal is transmitted to the charging equipment, a fourth signal is transmitted to the charging equipment; If the charging permission is not obtained even after the fourth signal is transmitted to the charging equipment, a fifth signal is transmitted to the charging equipment; The first signal is a discharge frame indicating a discharge condition from the vehicle to the charging facility; and an optional frame indicating optional conditions that are not required in the charging standard, At least one of the charging condition and the discharging condition in the first signal includes an optional item that is defined as not essential in the charging standard; The difference between the first signal and the second signal is the discharge frame; a difference between the first signal and the third signal is the arbitrary frame or the arbitrary item; 2. The vehicle control device according to claim 1, wherein a difference between the first signal and the fourth signal is a difference between information defined in the charging standard and information defined in a conventional standard that was standardized before the charging standard.

17. A vehicle comprising the vehicle control device according to claim 1.

18. A vehicle control method for charging a power storage device mounted on a vehicle with power supplied from a charging facility provided outside the vehicle, the method comprising: transmitting and receiving signals between the vehicle and the charging facility in accordance with a communication sequence defined in a charging standard; The transmitting and receiving step includes: transmitting a first signal from the vehicle to the charging facility to obtain charging permission from the charging facility before starting power supply from the charging facility to the vehicle; When the vehicle obtains the charging permission, starting power supply from the charging facility; If the vehicle does not obtain the charging permission, transmitting a second signal, in which a portion of the first signal is modified, from the vehicle to the charging equipment to attempt to obtain the charging permission again.

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