Electric vehicle and control method for electric vehicle

Abstract

To appropriately control a locking mechanism according to the type of a connector attached to an inlet.SOLUTION: An ECU includes a step of acquiring a pilot signal CPLT and a connector connection signal PISW (S100), a step of determining the type of a connector (S104) when the connector is installed (YES in S102), a step of controlling the connector to the locked state (S108) when there is a function corresponding to the type of installed connector (YES in S106), a step of performing control corresponding to the installed connector (S110), and a step of keeping the connector unlocked (S112) when there is no function corresponding to the type of installed connector (NO in S106).SELECTED DRAWING: Figure 4

Description

[Technical Field]

[0001] The present disclosure relates to control of an electric vehicle equipped with a power storage device capable of supplying and receiving electric power to and from an external electric device. [Background technology]

[0002] In electric vehicles such as electric cars and plug-in hybrid vehicles that use a motor as a drive source, an on-board power storage device that supplies power to the drive source is charged using a power source external to the electric vehicle (hereinafter referred to as external charging). This external charging is performed, for example, by attaching (connecting) a connector connected to an external power source to an inlet provided on the electric vehicle. Charging methods for external charging include, for example, a charging method using AC power and a charging method using DC power, and external charging using these charging methods may be performed using a common inlet. Furthermore, a discharging connector may be attached to the inlet. When such a connector is attached to the inlet, some electric vehicles may be able to supply power to electrical devices external to the electric vehicle using the on-board power storage device as a power source (hereinafter referred to as external power feeding). For this reason, it is necessary to accurately determine the type of connector to be attached to the inlet.

[0003] For example, Japanese Patent Application Laid-Open No. 2015-012697 (Patent Document 1) discloses a technique for determining whether a connector connected to an inlet is a charging connector or a discharging connector based on a signal given via the inlet. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] Japanese Patent Application Laid-Open No. 2015-012697 Summary of the Invention [Problem to be solved by the invention]

[0005] Incidentally, some inlets are provided with a locking mechanism that restricts (locks) removal of a connector so that the connector cannot be easily removed during a subsequent charging or discharging operation after the connector is attached. However, if the connector and the inlet are locked together regardless of the type of connector to which the locking mechanism is attached, the user may mistakenly believe that the attached connector is accepted and that an operation corresponding to the type of connector is to be performed. For example, if a discharging connector is attached to an inlet of a vehicle that only supports charging and the locking mechanism locks the connector and the inlet, the user may mistakenly believe that a discharging operation is to be performed. As a result, a situation may arise in which the user expects a charging or discharging operation to be performed but the charging or discharging operation is not actually performed. Furthermore, as inlets become more standardized, a wider variety of connectors will be attached to the inlets, making this problem more pronounced.

[0006] The present disclosure has been made to solve the above-mentioned problems, and its purpose is to provide an electric vehicle and a control method for an electric vehicle that appropriately controls a locking mechanism depending on the type of connector attached to the inlet. [Means for solving the problem]

[0007] An electric vehicle according to an aspect of the present disclosure includes a power storage device, an inlet to which a connector of an external device outside the vehicle can be attached, and a lock that restricts removal of the connector from the inlet. The vehicle includes a locking mechanism that switches between a locked state and an unlocked state in which removal of the connector from the inlet is permitted, a detection device that detects that the connector is attached to the inlet, and a control device that controls the locking mechanism using the detection result by the detection device. When the control device detects that the connector is attached to the inlet, the control device acquires first information regarding power that can be exchanged between the connector and the power storage device from external equipment. When the control device determines based on the first information that power can be exchanged between the connector and the power storage device in the vehicle, the control device sets the locking mechanism to the locked state. When the control device determines based on the first information that power cannot be exchanged between the connector and the power storage device in the vehicle, the control device sets the locking mechanism to the unlocked state.

[0008] In this way, when it is determined based on the first information that power can be exchanged between the connector and the power storage device in the vehicle, the locking mechanism is set to an unlocked state. Therefore, the locking mechanism is not set to a locked state, which allows the user to recognize that an operation corresponding to the attached connector cannot be performed. This makes it possible to prevent the user from misunderstanding whether or not an operation corresponding to the attached connector can be performed. Furthermore, when it is determined based on the first information that power can be exchanged between the connector and the power storage device in the vehicle, the locking mechanism is set to a locked state, which allows the user to recognize that an operation corresponding to the attached connector can be performed.

[0009] In one embodiment, the control device includes a storage unit that stores second information related to electric power that can be exchanged between the connector and the power storage device in the vehicle, and the control device determines whether electric power can be exchanged between the connector and the power storage device in the vehicle by using a comparison result between the first information and the second information.

[0010] In this way, the memory unit of the control device stores second information regarding the electricity that can be exchanged between the connector and the storage device in the vehicle, so that the comparison result with the first information can be used to accurately determine whether electricity can be exchanged between the connector and the storage device in the vehicle.

[0011] In yet another embodiment, the first information includes at least one of information indicating that the power exchanged between the connector and the inlet is AC power and information indicating that the power exchanged between the connector and the inlet is DC power.

[0012] In this way, it is possible to use the first information to determine with high accuracy whether or not electric power can be exchanged between the connector and the power storage device in the vehicle.

[0013] In yet another embodiment, the first information includes at least one of information indicating that the power exchanged between the connector and the power storage device is charging power for charging the power storage device, and information indicating that the power exchanged between the connector and the power storage device is discharging power for discharging the power storage device.

[0014] In this way, it is possible to use the first information to determine with high accuracy whether or not electric power can be exchanged between the connector and the power storage device in the vehicle.

[0015] In yet another embodiment, the first information includes at least one of information regarding an upper limit value of the current of the power exchanged between the connector and the power storage device, information regarding a lower limit value of the current of the power exchanged between the connector and the power storage device, information regarding an upper limit value of the voltage of the power exchanged between the connector and the power storage device, and information regarding a lower limit value of the voltage of the power exchanged between the connector and the power storage device.

[0016] In this way, it is possible to use the first information to determine with high accuracy whether or not electric power can be exchanged between the connector and the power storage device in the vehicle.

[0017] In yet another embodiment, the control device determines whether or not power can be exchanged between the connector and the power storage device in the vehicle based on the first information and the state of charge of the power storage device.

[0018] In this way, it is possible to determine with high accuracy whether or not electric power can be exchanged between the connector and the power storage device in the vehicle, using the first information and the state of charge of the power storage device.

[0019] In yet another embodiment, when the control device cannot determine, based on the first information, whether or not electric power can be exchanged between the connector and the power storage device in the vehicle, the control device sets the locking mechanism to an unlocked state.

[0020] In this way, if it cannot be determined whether power can be exchanged between the connector and the storage device, the locking mechanism will be in an unlocked state, thereby preventing a situation in which the locking mechanism is maintained in a locked state and the user is unable to remove the connector from the inlet.

[0021] In yet another embodiment, when the control device detects that the connector has been attached to the inlet, the control device determines whether or not power can be exchanged between the connector and the power storage device in the vehicle based on the first information, and then controls the locking mechanism using the determination result.

[0022] In this way, when a connector is attached, the user can recognize whether or not an operation corresponding to the attached connector can be performed based on whether the locking mechanism is in the locked state or the unlocked state, thereby preventing the user from misunderstanding whether or not an operation corresponding to the attached connector can be performed.

[0023] In yet another embodiment, the control device locks the locking mechanism when it detects that the connector is attached to the inlet, and unlocks the locking mechanism when it determines, based on the first information, that power cannot be exchanged between the connector and the power storage device in the vehicle.

[0024] In this way, the user can be made aware that the operation corresponding to the attached connector cannot be performed when the locking mechanism is in the unlocked state, thereby preventing the user from misunderstanding whether or not the operation corresponding to the attached connector can be performed.

[0025] In yet another embodiment, the electric vehicle further includes a notification device that notifies information indicating whether or not electric power can be exchanged between the connector and the power storage device.

[0026] In this way, in addition to notifying the user whether the locking mechanism is in the locked state or the unlocked state, the notification device notifies the user whether power can be exchanged between the connector and the power storage device, allowing the user to recognize whether an operation corresponding to the attached connector can be performed. This makes it possible to prevent the user from misunderstanding whether an operation corresponding to the attached connector can be performed.

[0027] A control method for an electric vehicle according to another aspect of the present disclosure includes: A control method for an electric vehicle including an inlet to which a connector can be attached and a locking mechanism that switches between a locked state in which removal of the connector from the inlet is restricted and an unlocked state in which removal of the connector from the inlet is permitted, and the other state. This control method includes the steps of: detecting that the connector has been attached to the inlet; acquiring, from an external facility, first information related to power that can be exchanged between the connector and a power storage device when it has been detected that the connector has been attached to the inlet; setting the locking mechanism to the locked state when it is determined based on the first information that power can be exchanged between the connector and the power storage device in the vehicle; and setting the locking mechanism to the unlocked state when it is determined based on the first information that power cannot be exchanged between the connector and the power storage device in the vehicle. [Effects of the Invention]

[0028] According to the present disclosure, it is possible to provide an electric vehicle and a method for controlling an electric vehicle that appropriately controls a locking mechanism depending on the type of connector attached to an inlet. [Brief explanation of the drawings]

[0029] [Figure 1] FIG. 1 is a diagram illustrating an example of a configuration of a vehicle. [Figure 2] FIG. 2 is a diagram illustrating an example of a circuit configuration in a power supply facility and a vehicle. [Figure 3] 10 is a timing chart showing an example of changes in a pilot signal CPLT and a connector connection signal PISW. [Figure 4] 4 is a flowchart illustrating an example of processing executed by an ECU. [Figure 5] 10 is a diagram for explaining the range of the potential of the connector connection signal PISW that can be taken depending on the type and connection state of the connector. FIG. [Figure 6] 10A and 10B are diagrams for explaining the range of the potential of the connector connection signal PISW that can be obtained depending on the type and connection state of the connector in the modified example. [Figure 7] FIG. 10 is a diagram for explaining the range of the potential that the connector connection signal PISW can take depending on the type and connection state of the connector in another modified example. [Figure 8] 10 is a flowchart showing an example of processing executed by an ECU in a modified example. [Figure 9] FIG. 10 is a diagram illustrating an example of a configuration of a vehicle according to a modified example. [Figure 10] 10 is a flowchart showing an example of processing executed by an ECU in another modified example. DETAILED DESCRIPTION OF THE INVENTION

[0030] 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.

[0031] The configuration of an electric vehicle (hereinafter referred to as vehicle) 200 according to this embodiment will be described below. FIG. 1 is a diagram showing an example of the configuration of vehicle 200. Vehicle 200 includes, for example, an electric vehicle that can exchange electric power with an electric device external to vehicle 200, such as a plug-in hybrid vehicle or an electric vehicle. In FIG. 1, it is assumed, for example, that vehicle 200 is parked in a parking space in which power supply equipment 10 is installed.

[0032] As shown in FIG. 1, a vehicle 200 includes an ECU (Electronic Control Unit) 100, an inlet 202, a power conversion device 204, a locking mechanism 206, a battery 214, an inverter 216, and a motor generator (MG) 218.

[0033] Motor generator 218 is, for example, a three-phase AC rotating electric machine, and has a function as an electric motor (motor) and a function as a generator. That is, motor generator 218 exchanges electric power with inverter 216.

[0034] For example, when driving vehicle 200, motor generator 218 applies a rotational force to drive wheels 222 using electric power supplied from inverter 216. Drive wheels 222 rotate due to the rotational force applied by motor generator 218, causing vehicle 200 to travel. Note that the number of motor generators 218 is not limited to one, and a configuration in which multiple motor generators 218 are provided may also be adopted.

[0035] Inverter 216 converts power bidirectionally between motor generator 218 and battery 214 in response to a control signal from ECU 100. For example, when motor generator 218 is driven, inverter 216 converts DC power from battery 214 into AC power and supplies it to motor generator 218. Furthermore, for example, when motor generator 218 is generating power, inverter 216 converts AC power (regenerated power) generated in motor generator 218 into DC power and supplies it to battery 214. Note that a converter that adjusts the voltage of inverter 216 and the voltage of battery 214 may be provided between inverter 216 and battery 214.

[0036] Battery 214 is, for example, a rechargeable power storage element, and is typically a secondary battery such as a nickel-metal hydride battery or a lithium-ion battery having a solid or liquid electrolyte. Alternatively, battery 214 may be any power storage device capable of storing power, and for example, a large-capacity capacitor may be used instead of battery 214.

[0037] Battery 214 is externally charged using power supplied from power supply facility 10. External charging includes AC charging using DC power that is supplied after AC power supplied from external facility (power supply facility 10) to inlet 202 is converted in power conversion device 204, and DC charging using DC power that is supplied from power supply facility 10 to inlet 202 without passing through power conversion device 204.

[0038] The inlet 202 is provided on the exterior of the vehicle 200 together with a cover such as a lid (not shown), and is configured to allow various connectors, which will be described later, to be attached thereto. The inlet 202 is configured to be able to exchange power with equipment external to the vehicle 200 (hereinafter referred to as external equipment). Here, "being able to exchange power" means that at least one of charging and discharging is possible. In other words, the inlet 202 can receive power used to charge the battery 214 from the external equipment. Furthermore, the inlet 202 allows power from the battery 214 to be supplied (discharged) to the external equipment.

[0039] Inlet 202 has a shape that allows it to be attached to any of AC charging connector 17 used for AC charging, DC charging connector 18 used for DC charging, and AC discharge connector 19 used for AC discharging. Note that AC discharging refers to external discharging that supplies AC power from vehicle 200 to external equipment (for example, electrical equipment 21).

[0040] The inlet 202 is provided with AC connection sections 202a and 202b, DC connection sections 202f and 202g, and communication sections 202c to 202e.

[0041] When AC charging connector 17 of power supply equipment 10 is attached to inlet 202, the AC connection portion (see FIG. 2) of AC charging connector 17 is electrically connected to AC connection portions 202a and 202b of inlet 202, and the communication portion (see FIG. 2) of AC charging connector 17 is connected to communication portions 202c to 202e of inlet 202.

[0042] When the DC charging connector 18 of the power supply equipment 10 is attached to the inlet 202, the AC connection portion (not shown) of the DC charging connector 18 is connected to the AC connection portion 202 of the inlet 202. a and 202b of the DC charging connector 18, and a communication section (not shown) of the DC charging connector 18 is connected to communication sections 202c to 202e of the inlet 202.

[0043] Furthermore, when AC discharge connector 19 is attached to inlet 202, an AC connection portion (not shown) of AC discharge connector 19 is electrically connected to AC connection portions 202a and 202b of inlet 202, and a communication portion (not shown) of AC discharge connector 19 is connected to communication portions 202c and 202d of inlet 202. One end of AC discharge connector 19 is shaped so that it can be attached to inlet 202, and a socket 20 is provided at the other end of AC discharge connector 19. Socket 20 has a shape so that plug 22 of electrical device 21 can be connected to it. Electrical device 21 includes, for example, a home appliance that operates on AC 100V.

[0044] The power conversion device 204 performs power conversion between the battery 214 and the inlet 202 in response to a control signal from the ECU 100 .

[0045] For example, when AC charging of battery 214 is performed with AC charging connector 17 attached to inlet 202, power conversion device 204 converts the AC power supplied from AC charging connector 17 into DC power and charges battery 214 using the converted DC power.

[0046] Furthermore, when AC discharge is performed using the battery 214 with the AC discharge connector 19 attached to the inlet 202 and the plug 22 of the electrical device 21 connected to the socket 20 of the AC discharge connector 19, the power conversion device 204 converts the DC power supplied from the battery 214 into AC power and supplies the converted AC power (for example, AC 100V) to the electrical device 21.

[0047] Locking mechanism 206 restricts removal of the connector attached to inlet 202 to place it in a state (locked state) where it is fixed to inlet 202, or lifts the restriction on removal of the connector to place it in a state (unlocked state) where it allows the connector to be removed from inlet 202. Locking mechanism 206 is provided with an actuator that, for example, moves a member to a position that restricts movement of the connector attached to inlet 202 to place it in the locked state, or moves the member to a position that allows movement of the connector attached to inlet 202 to place it in the unlocked state. That is, locking mechanism 206 switches from one state of the locked state or the unlocked state to the other state in response to a control signal from ECU 100.

[0048] The ECU 100 includes a CPU (Central Processing Unit) 101 and a memory (for example, The ECU 100 has built-in memory 102 (including, for example, ROM (Read Only Memory), RAM (Random Access Memory), etc.), and controls each device (for example, power conversion device 204, locking mechanism 206, or inverter 216) so that the vehicle 200 is in a desired state based on information such as maps and programs stored in the memory 102 and information from various sensors. Note that the various controls performed by the ECU 100 are not limited to software processing, and can also be processed by building dedicated hardware (electronic circuits).

[0049] Furthermore, when a connector (AC charging connector 17, DC charging connector 18, or AC discharging connector 19) is attached to inlet 202, ECU 100 executes a communication process to receive predetermined information from a device on the connector side (power supply equipment 10 or DC discharging connector 19). The predetermined information includes, for example, information about power that can be exchanged between power supply equipment 10 and battery 214 (such as a connector connection signal PISW, which will be described later).

[0050] For example, when AC charging connector 17 is attached to inlet 202, the communication unit of AC charging connector 17 is connected to communication units 202c, 202d, and 202e of inlet 202, and ECU 100 receives predetermined information from power supply equipment 10 (more specifically, AC charging connector 17) including information indicating that the power exchanged between the attached AC charging connector 17 and inlet 202 is AC power, and information indicating that the power exchanged between AC charging connector 17 and inlet 202 is charging power for charging battery 214.

[0051] Alternatively, for example, when DC charging connector 18 is attached to inlet 202, the communication unit of DC charging connector 18 is connected to communication units 202c, 202d, and 202f of inlet 202, and ECU 100 receives predetermined information from power supply equipment 10 (more specifically, DC charging connector 18) including information indicating that the power exchanged between DC charging connector 18 attached from power supply equipment 10 and inlet 202 is direct current power, and information indicating that the power exchanged between DC charging connector 18 and inlet 202 is charging power.

[0052] Alternatively, for example, when the discharge connector 19 is attached to the inlet 202, the communication unit of the AC discharge connector 19 is connected to the communication units 202c, 202d of the inlet 202, and the ECU 100 receives predetermined information from the AC discharge connector 19, including information indicating that the power exchanged between the attached AC discharge connector 19 and the inlet 202 is AC power, and information indicating that the power exchanged between the AC discharge connector 19 and the inlet 202 is discharge power that discharges the battery 214.

[0053] When AC charging connector 17 of power supply equipment 10 is attached to inlet 202 of vehicle 200, power supply equipment 10 supplies AC power to inlet 202. The AC power supplied to inlet 202 is converted into DC power by power conversion device 204. The converted DC power is supplied to battery 214, and battery 214 is charged.

[0054] When the DC charging connector 18 of the power supply equipment 10 is attached to the inlet 202 of the vehicle 200, the power supply equipment 10 supplies DC power to the inlet 202. The DC power supplied to the inlet 202 is supplied to the battery 214 without passing through the power conversion device 204, and the battery 214 is charged.

[0055] 2, a circuit configuration between power supply equipment 10 and vehicle 200 will be described using an example in which AC charging connector 17 is attached to inlet 202. FIG. 2 is a diagram showing an example of a circuit configuration between power supply equipment 10 and vehicle 200.

[0056] The power supply equipment 10 includes power supply relays K1 and K2, a power supply control device 10a, and an oscillator circuit 10b. When the power supply relays K1 and K2 are in an open state, the power supply path is interrupted. When the power supply relays K1 and K2 are in a closed state, power can be supplied from an AC power source (not shown) of the power supply equipment 10 to the vehicle 200 via the AC charging connector 17 and the inlet 202.

[0057] Oscillator circuit 10b outputs pilot signal CPLT to ECU 100 via AC charging connector 17 and inlet 202. The potential of pilot signal CPLT is controlled by ECU 100, and is used as a signal for remotely controlling power supply relays K1 and K2 from ECU 100.

[0058] The power supply control device 10a controls the power supply relays K1 and K2 based on the potential of the pilot signal CPLT. The pilot signal CPLT is also used as a signal for notifying the ECU 100 of the rated current during AC charging from the oscillation circuit 10b.

[0059] The power supply control device 10a includes a CPU, a memory, etc. (neither of which are shown in the figures.) The power supply control device 10a detects the potential of a pilot signal CPLT output by the oscillation circuit 10b, and controls the operation of the oscillation circuit 10b based on the detected potential of the pilot signal CPLT.

[0060] When no connector is connected to the inlet 202, the power supply control device 10a controls the operation of the oscillation circuit 10b so that the battery is at V0 (for example, +12 V) and a non-oscillating pilot signal CPLT is output.

[0061] Specifically, the oscillator circuit 10b includes, for example, a switch S1 and a resistor R1. One end of the resistor R1 is connected to the switch S1. The other end of the resistor R1 is connected to one end of a signal line L1. The other end of the signal line L1 is electrically connected to the communication unit 202e when the AC charging connector 17 is attached to the inlet 202. The switch S1 is configured to electrically connect the resistor R1 to either the +12V power supply of the power supply control device 10a or the oscillator of the power supply control device 10a. When no connector is connected to the inlet 202, the power supply control device 10a controls the switch S1 so that the +12V power supply and the resistor R1 are electrically connected. Therefore, the oscillator circuit 10b outputs a non-oscillating pilot signal CPLT having a potential of +12V to the signal line L1.

[0062] When a connector is connected to the inlet 202, the power supply control device 10a controls the operation of the oscillation circuit 10b so that a pilot signal CPLT that oscillates at a specified frequency and duty cycle is output.

[0063] Specifically, for example, when AC charging connector 17 is connected, resistor R1 and resistor R3 (described later) on the vehicle 200 side become conductive, and the potential of pilot signal CPLT drops to V1, which is lower than V0. Therefore, power supply control device 10a controls switch S1 so that the oscillator device and resistor R1 become conductive. Therefore, oscillator circuit 10b outputs to signal line L1 pilot signal CPLT, whose upper limit value of potential is V1 and which oscillates at a specified frequency and duty cycle.

[0064] The duty cycle of the pilot signal CPLT is preset according to the rated current. The ECU 100 can obtain the rated current of the power supply facility 10 by using the duty cycle of the pilot signal CPLT received via the communication unit 202e.

[0065] When the upper limit value of the potential of the pilot signal CPLT drops to V2 (<V1), the power supply control device 10a controls the power supply relays K1 and K2 to be in a closed state. As a result, the power from the AC power supply is supplied to the inlet 202 via the AC charging connector 17. The upper limit value of the potential of the pilot signal CPLT drops to V2, for example, when the switch S2 (described later) becomes conductive.

[0066] The AC charging connector 17 includes resistors R4, RC, and a switch S3. One end of the switch S3 is connected to the ground wire L3. The other end of the switch S3 is connected to one end of the resistor RC. The resistor R4 is connected in parallel with the switch S3. The other end of the resistor RC is connected to the signal line L2. The signal line L2 is electrically connected to the communication unit 202d when the AC charging connector 17 is attached to the inlet 202.

[0067] The switch S3 is interlocked with a push button (not shown) provided on the AC charging connector 17. When the push button is not pressed, the switch S3 is in a closed state. When the push button is pressed, the switch S3 is in an open state.

[0068] One end of a resistor R5 is connected to the communication unit 202d, and the other end of the resistor R5 is connected to the power supply Vsmp. The ECU 100 is configured to be able to obtain the potential between the resistor R5 and the communication unit 202d. The resistors RC, R4, R5, the switch S3, and the power supply Vsmp constitute a connection detection circuit for detecting the connection state between the AC charging connector 17 and the inlet 202.

[0069] When AC charging connector 17 is attached to inlet 202, a signal of a potential (V3) determined by the voltage of power supply Vsmp and the resistance value of resistor R5 is generated on signal line L2 as connector connection signal PISW.

[0070] When the AC charging connector 17 is attached to the inlet 202 and the push button is not operated, a signal of a potential (V4) determined by the voltage of the power supply Vsmp and resistors R5 and RC is generated on the signal line L2 as the connector connection signal PISW.

[0071] When the push button is operated with the AC charging connector 17 attached to the inlet 202, a signal of a potential (V5) determined by the voltage of the power supply Vsmp and resistors R4, R5, and RC is generated on the signal line L2 as the connector connection signal PISW.

[0072] Therefore, by acquiring the potential of connector connection signal PISW, ECU 100 can detect the connection state between AC charging connector 17 and inlet 202. Furthermore, at least resistance RC differs among AC charging connector 17, DC charging connector 18, and AC discharging connector 19. Therefore, ECU 100 can acquire the type of connector connected to inlet 202 from the potential of connector connection signal PISW when the connector is connected to inlet 202.

[0073] Vehicle 200 further includes a resistance circuit 110. Resistance circuit 110 is a circuit for manipulating the potential of pilot signal CPLT generated in signal line L1. Resistance circuit 110 includes resistors R2 and R3 and a switch S2.

[0074] One end of the resistor R2 is connected to a ground line L3 via a switch S2. The other end of the resistor R2 is connected to a signal line L1 from which a pilot signal CPLT is generated. The resistor R3 is connected between the signal line L1 and the ground line L3. That is, one end of the resistor R3 is connected to the ground line L3. The other end of the resistor R3 is connected to the signal line L1. The switch S2 is turned on / off in response to a control signal from the ECU 100.

[0075] When AC charging connector 17 is attached to inlet 202 and switch S2 is in the off state (disconnected state), the potential of pilot signal CPLT becomes potential V1 determined by resistors R1 and R3. When AC charging connector 17 is attached to inlet 202 and switch S2 is in the on state (conducting state), the potential of pilot signal CPLT becomes potential V2 determined by resistors R1, R2, and R3.

[0076] When AC charging connector 17 is attached to inlet 202, ECU 100 switches switch S2 on and off to change the potential of pilot signal CPLT, thereby requesting power feeding equipment 10 to start and stop power feeding.

[0077] Specifically, ECU 100 requests power feeding equipment 10 to feed power, for example, by turning switch S2 on and changing the potential of pilot signal CPLT from V1 to V2. ECU 100 also requests power feeding equipment 10 to stop feeding power, for example, by turning switch S2 off and changing the potential of pilot signal CPLT from V2 to V1.

[0078] When the switch S2 is turned on and the power supply control device 10a closes the power supply relays K1 and K2, AC power is supplied from the power supply equipment 10 to the power conversion device 204 via the inlet 202. After completing a predetermined charging preparation process, the ECU 100 operates the power conversion device 204 to convert the AC power into DC power and charge the battery 214.

[0079] FIG. 3 is a timing chart showing an example of changes in pilot signal CPLT and connector connection signal PISW. The horizontal axis of FIG. 3 represents time. The vertical axis of FIG. 3 represents the potential of pilot signal CPLT and the potential of connector connection signal PISW. The potential of pilot signal CPLT is acquired by power supply control device 10a and ECU 100. The connector connection signal PISW is acquired by ECU 100. As described above, potential V3 of connector connection signal PISW indicates that AC charging connector 17 is not attached to inlet 202. Potential V4 of connector connection signal PISW indicates that AC charging connector 17 is attached to inlet 202.

[0080] Assume that at time t1, AC charging connector 17 is attached to inlet 202. Before time t1, AC charging connector 17 is not attached to inlet 202, and therefore the potential of pilot signal CPLT is V0.

[0081] At time t1, when AC charging connector 17 is attached to inlet 202, the potential of pilot signal CPLT drops to V1. This causes power supply control device 10a to recognize that AC charging connector 17 has been attached to inlet 202, and at time t2, controls switch S1 so that the oscillator of power supply control device 10a and resistor R1 are brought into a conductive state. This causes pilot signal CPLT to oscillate with the upper limit value of the potential set to V1.

[0082] At time t3, when a predetermined charging preparation process is completed, ECU 100 controls switch S2 to be in a conductive state. As a result, pilot signal CPLT oscillates with the upper limit value of potential set to V2. When the upper limit value of the potential of pilot signal CPLT reaches V2, power supply control device 10a controls power supply relays K1 and K2 to be in a conductive state. As a result, AC power is supplied from power supply equipment 10 to inlet 202.

[0083] Note that when DC charging connector 18 of power feeding equipment 10 is attached to inlet 202, instead of connecting an AC power supply to AC connection units 202a, 202b via power feeding relays K1, K2, a DC power supply is connected to DC connection units 202f, 202g via power feeding relays (not shown). Furthermore, the range of possible potentials of connector connection signal PISW when DC charging connector 18 is connected to inlet 202 is different from the range of possible potentials of connector connection signal PISW (a predetermined range including potential V4) when AC charging connector 17 is connected to inlet 202. Furthermore, the range of possible potentials of connector connection signal PISW when AC discharging connector 19 is attached to inlet 202 is different from both the range of possible potentials of connector connection signal PISW when DC charging connector 18 is connected to inlet 202 and the range of possible potentials of connector connection signal PISW when AC charging connector 17 is connected to inlet 202.

[0084] In vehicle 200 having the above configuration, when any one of AC charging connector 17, DC charging connector 18, and AC discharging connector 19 is attached to inlet 202, the connector is locked using locking mechanism 206 so that it cannot be easily removed during the subsequent charging or discharging operation, as described above.

[0085] However, if locking mechanism 206 locks the connector and inlet 202 regardless of the type of connector attached to inlet 202, the user may mistakenly believe that the attached connector is accepted and that an operation corresponding to the type of attached connector will be performed. For example, if locking mechanism 206 locks the connector and inlet 202 when a discharging connector is attached to an inlet of a vehicle that only supports charging, the user may mistakenly believe that a discharging operation will be performed. As a result, a situation may arise in which the user expects a charging operation or a discharging operation to be performed, but the charging operation or the discharging operation is not actually performed. Furthermore, as the standardization of inlets 202 progresses, a wider variety of connectors will be attached to inlets 202, and this problem will become more pronounced.

[0086] Therefore, in the present embodiment, when ECU 100 detects that the connector has been attached to inlet 202, it acquires predetermined information related to the power that can be exchanged between the connector and battery 214 from external equipment (power feeding equipment 10 or AC discharge connector 19). When ECU 100 determines based on the predetermined information that power can be exchanged between the connector and battery 214 in vehicle 200, it sets locking mechanism 206 to the locked state. When ECU 100 determines based on the predetermined information that power cannot be exchanged between the connector and battery 214 in vehicle 200, it sets locking mechanism 206 to the unlocked state.

[0087] In this way, when it is determined based on predetermined information that power can be exchanged between the connector and battery 214 in vehicle 200, locking mechanism 206 is set to the unlocked state. Therefore, the locking mechanism 206 does not enter the locked state, which allows the user to recognize that an operation corresponding to the attached connector cannot be performed. This makes it possible to prevent the user from misunderstanding whether or not an operation corresponding to the attached connector can be performed. Furthermore, when it is determined based on predetermined information that power cannot be exchanged between the connector and battery 214 in vehicle 200, locking mechanism 206 enters the locked state, which allows the user to recognize that an operation corresponding to the attached connector can be performed.

[0088] Hereinafter, processing executed by ECU 100 of vehicle 200 according to this embodiment will be described with reference to Fig. 4. Fig. 4 is a flowchart showing an example of processing executed by ECU 100. ECU 100 repeatedly executes the processing shown in Fig. 4 at a predetermined control period.

[0089] In step (hereinafter, step will be abbreviated as S) 100, ECU 100 acquires pilot signal CPLT and connector connection signal PISW.

[0090] In S102, ECU 100 determines whether or not a connector is attached to inlet 202. For example, when the potential of pilot signal CPLT changes from within a range including V0 (corresponding to a fourth range described later) to outside the range, ECU 100 determines that a connector is attached to inlet 202. If it is determined that a connector is attached (YES in S102), the process proceeds to S104.

[0091] In S104, the ECU 100 determines the type of the attached connector. That is, different resistance values ​​of the resistors RC and R4 are set in advance depending on the type of connector. By setting different values ​​as the resistance values ​​of the resistors RC and R4, it is possible to vary the range of the potential of the connector connection signal PISW depending on the type of connector attached to the inlet 202. The ECU 100 determines the type of the attached connector by setting in advance the connector connection signal PISW when a connector is attached to the inlet 202. The type of connector is determined based on which of the multiple ranges it falls within.

[0092] 5 is a diagram for explaining the range of the potential of the connector connection signal PISW that can be taken depending on the type and connection state of the connector, where the vertical axis represents the potential of the connector connection signal PISW.

[0093] As shown in FIG. 5, the range of the potential of the connector connection signal PISW that can be varied depending on the type and connection state of the connector is preset as follows: a first range of V(0) to V(1), a second range of V(2) to V(3), a third range of V(4) to V(5), and a fourth range of V(6) to V(7). The first range indicates the range of the potential of the connector connection signal PISW that can be varied when AC discharge connector 19 is attached to inlet 202. The second range indicates the range of the potential of the connector connection signal PISW that can be varied when AC charging connector 17 is attached (including potential V4). The third range indicates the range of the potential of the connector connection signal PISW that can be varied when DC charging connector 18 is attached to inlet 202. The fourth range indicates the range of the potential of the connector connection signal PISW that can be varied when no connector is attached to inlet 202 (including potential V3).

[0094] For example, when the potential of the connector connection signal PISW is within a first range, ECU 100 determines that the connector attached to inlet 202 is AC discharge connector 19. Furthermore, when the potential of the connector connection signal PISW is within a second range, ECU 100 determines that the connector attached to inlet 202 is AC charging connector 17. Furthermore, when the potential of the connector connection signal PISW is within a third range, ECU 100 determines that the connector attached to inlet 202 is DC charging connector 18. Furthermore, when the potential of the connector connection signal PISW is within a fourth range, ECU 100 determines that no connector is attached to inlet 202 (the connector is not connected). Furthermore, when the potential of the connector connection signal PISW is not within any of the first to fourth ranges, ECU 100 determines that the type of connector attached to inlet 202 is unknown.

[0095] In S106, the ECU 100 determines whether or not a function corresponding to the type of the attached connector is available. The memory 102 of the ECU 100 stores, for example, information indicating compatible connector types. The ECU 100 determines that a function corresponding to the type of the connected connector is available when the determined connector type is included in the compatible connector types pre-stored in the memory 102 of the ECU 100. The ECU 100 determines that a function corresponding to the type of the connected connector is unavailable when the determined connector type is not included in the compatible connector types stored in the memory 102. Furthermore, the ECU 100 determines that a function corresponding to the type of the connected connector is unavailable when, for example, the type of the connected connector is unknown. In this embodiment, the connector used for DC discharging is not included in the memory 102 of the ECU 100 as a compatible connector type. The DC discharging refers to external discharging in which DC power is supplied to external equipment from the DC connection units 202f and 202g. If it is determined that there is a function corresponding to the type of the connected connector (YES at S106), the process proceeds to S108.

[0096] In S108, ECU 100 controls lock mechanism 206 so that the attached connector is locked in inlet 202.

[0097] In S110, ECU 100 executes control corresponding to the attached connector. For example, when AC charging connector 17 is attached to inlet 202, ECU 100 turns switch S2 on after a predetermined charging preparation process is completed. When the potential of pilot signal CPLT changes to V2, power supply control device 10a turns on power supply relays K1 and K2 between the AC power supply and AC charging connector 17. As a result, AC power is supplied from the AC power supply to inlet 202. At this time, ECU 100 operates power conversion device 204 to convert the AC power into DC power. As a result, AC charging is performed on battery 214.

[0098] Alternatively, when the DC charging connector 18 is attached to the inlet 202, the ECU 100 turns on the switch S2 after a predetermined charging preparation process is completed. As a result, when the potential of the pilot signal CPLT changes to V2, the power supply relay between the DC power supply and the DC charging connector 18 is turned on. Therefore, DC power is supplied from the AC power supply to the battery 214 via the inlet 202. Thereby, DC charging is performed on the battery 214.

[0099] Furthermore, when the AC discharge connector 19 is attached to the inlet 202, the ECU 100 operates the power conversion device 204 to convert the DC power of the battery 214 into AC power. As a result, when the plug 22 of the electrical device 21 is connected to the socket 20 of the AC discharge connector 19, AC power from the power conversion device 204 is supplied to the electrical device 21. Thereby, AC discharge using the battery 214 is performed. The electrical device 21 operates with the AC power supplied by the AC discharge. When it is determined that there is no function corresponding to the type of connector attached (NO in S106), the process proceeds to S112.

[0100] In S112, the ECU 100 controls the lock mechanism 206 to maintain the unlocked state in which removal of the attached connector is permitted.

[0101] The operation of the ECU 100 of the vehicle 200 based on the above structure and flowchart will be described. As described above, it is assumed that the types of connectors that can be handled stored in the memory 102 of the ECU 100 do not include the connectors used for DC discharge.

[0102] <When the AC charging connector 17 is attached to the inlet 202> For example, assume a case where the user attaches the AC charging connector 17 of the power supply facility 10 to the inlet 202.

[0103] The pilot signal CPLT and the connector connection signal PISW are acquired (S100). If the potential of the acquired connector connection signal PISW is within the fourth range, it is determined that no connector is attached to the inlet 202 (NO in S102). On the other hand, if the potential of the connector connection signal PISW changes from within the fourth range to within the second range (outside the fourth range), it is determined that a connector has been attached to the inlet 202 (YES in S102). Further, since the potential of the connector connection signal PISW is within the second range, it is determined that the type of the attached connector is the AC charging connector 17 (S104).

[0104] Since the types of connectors that can be supported stored in the memory 102 of the ECU 100 include a connector used for AC charging, it is determined that there is a function corresponding to the type of the attached connector (YES in S106), and the locking mechanism 206 is controlled so that the AC charging connector 17 is in a locked state with respect to the inlet 202 (S108). Then, AC charging is started (S110). Therefore, the AC power supplied from the power supply facility 10 is converted into DC power by the power conversion device 204 and supplied to the battery 214, and the battery 214 is charged.

[0105] <When the DC charging connector 17 is attached to the inlet 202> For example, assume a case where the user attaches the DC charging connector 18 of the power supply facility 10 to the inlet 202.

[0106] The pilot signal CPLT and the connector connection signal PISW are acquired (S100). If the acquired connector connection signal PISW changes from within the fourth range to within the third range (outside the fourth range), it is determined that a connector has been attached to the inlet 202 (YES in S102). Further, since the potential of the connector connection signal PISW is within the third range, it is determined that the type of the attached connector is the DC charging connector 18 (S104).

[0107] Since the types of connectors that can be handled and stored in the memory 102 of the ECU 100 include a connector used for DC charging, it is determined that there is a function corresponding to the type of the attached connector (YES in S106), and the locking mechanism 206 is controlled so that the DC charging connector 18 is locked to the inlet 202 (S108). Then, DC charging is started (S110). Therefore, the DC power supplied from the power supply facility 10 is supplied to the battery 214, and the battery 214 is charged.

[0108] <When the AC discharge connector 19 is attached to the inlet 202> For example, assume that the user attaches the AC discharge connector 19 to the inlet 202.

[0109] The pilot signal CPLT and the connector connection signal PISW are acquired (S100). When the potential of the acquired connector connection signal PISW changes from within the fourth range to within the first range (outside the fourth range), it is determined that a connector is attached to the inlet 202 (YES in S102). Further, since the potential of the connector connection signal PISW is within the first range, it is determined that the type of the attached connector is the AC discharge connector 19 (S104).

[0110] Since the types of connectors that can be handled and stored in the memory 102 of the ECU 100 include a connector used for AC discharge, it is determined that there is a function corresponding to the type of the attached connector (YES in S106), and the locking mechanism 2 reflects the locking mechanism 206 is controlled so that the AC discharge connector 19 is locked to the inlet 202 (S108). Then, AC discharge is started (S110). Therefore, the DC power of the battery 214 is converted into AC power by the power conversion device 204. When the plug 22 of the electrical device 21 is attached to the socket 20 of the AC discharge connector 19, the electrical device 21 operates using the AC power converted by the power conversion device 204.

[0111] <When the connector for DC discharge is attached to the inlet 202> For example, suppose a user attaches a connector for DC discharge to inlet 202.

[0112] Pilot signal CPLT and connector connection signal PISW are acquired (S100), and if the potential of the acquired connector connection signal PISW changes from within the fourth range to outside the fourth range, it is determined that a connector has been attached to inlet 202 (YES in S102). Furthermore, if the potential of connector connection signal PISW is not within any of the first, second, or third ranges, it is determined that the type of attached connector is unknown (S104). Therefore, it is determined that there is no function corresponding to the type of attached connector (NO in S106), and lock mechanism 206 is controlled to maintain an unlocked state in which removal of the connector from inlet 202 is permitted (S112).

[0113] As described above, in the electric vehicle according to this embodiment, the connector connection signal PISW When the type of the attached connector (corresponding to first information) acquired by the ECU 100 is not included in the types of compatible connectors stored in the memory 102 of the ECU 100 (corresponding to second information and information indicating that power can be exchanged between the connector and the battery 214), the locking mechanism 206 is set to an unlocked state. Therefore, the locking mechanism 206 not being set to the locked state can make the user aware that an operation corresponding to the attached connector cannot be performed. This can prevent the user from misunderstanding whether or not an operation corresponding to the attached connector can be performed. Furthermore, when the type of the attached connector is included in the types of compatible connectors stored in the memory 102 of the ECU 100, the locking mechanism 206 is set to the locked state. Therefore, the locking mechanism 206 being set to the locked state can make the user aware that an operation corresponding to the attached connector can be performed. Therefore, it is possible to provide an electric vehicle and a control method for an electric vehicle in which the locking mechanism is appropriately controlled according to the type of connector attached to the inlet.

[0114] Modifications will be described below.

[0115] In the above-described embodiment, the type of connector is determined using the potential of the connector connection signal PISW. However, for example, the type of connector may be determined using the potential of the connector connection signal PISW by adding factors such as the upper limit or lower limit of the current exchanged or the upper limit or lower limit of the voltage exchanged to the type of connector.

[0116] For example, even if both types of AC charging are used, if there is a connector with an upper current limit of Ia and a connector with an upper current limit of Ib, which is higher than Ia, the two connectors can be distinguished using the potential of the connector connection signal PISW by setting the resistance RC of these two connectors to different values.

[0117] 6 is a diagram for explaining the range of the potential of the connector connection signal PISW that can be taken depending on the type and connection state of the connector in the modified example, where the vertical axis represents the potential of the connector connection signal PISW.

[0118] As shown in FIG. 6, the range of the potential of the connector connection signal PISW that can be varied depending on the type and connection state of the connector is preset as follows: a first range of V(0) to V(1), a second range of V(2) to V(3), a third range of V(4) to V(5), and a fourth range of V(6) to V(7). The first range indicates the range of the potential of the connector connection signal PISW that can be varied when AC discharge connector 19 is attached to inlet 202. The second range indicates the range of the potential of the connector connection signal PISW that can be varied when AC charging connector 17 is attached (including potential V4). The third range indicates the range of the potential of the connector connection signal PISW that can be varied when DC charging connector 18 is attached to inlet 202. The fourth range indicates the range of the potential of the connector connection signal PISW that can be varied when no connector is attached to inlet 202 (including potential V3).

[0119] Furthermore, as shown in FIG. 6, the second range is subdivided into a range from V(2) to V(6) and a range from V(6) to V(3). The range from V(2) to V(6) indicates the range of the potential of the connector connection signal PISW that can be obtained when a connector with the charging current limited to the upper limit value Ia during AC charging is attached to the inlet 202. The range from V(6) to V(3) indicates the range of the potential of the connector connection signal PISW that can be obtained when a connector with the charging current limited to the upper limit value Ib (< Ia) during AC charging is attached to the inlet 202.

[0120] For example, when the potential of the connector connection signal PISW is within the second range and within the range from V(2) to V(6), the ECU 100 determines that the connector attached to the inlet 202 is a connector used for AC charging with the upper limit value of the current being Ia. Also, for example, when the potential of the connector connection signal PISW is within the second range and within the range from V(6) to V(3), the ECU 100 determines that the connector attached to the inlet 202 is a connector used for AC charging with the upper limit value of the current being Ib. In this way, when a connector of a power supply facility that performs charging exceeding the upper limit value of the current or the upper limit value of the voltage that the vehicle 200 can handle in the same AC charging is attached, the lock mechanism 206 is controlled to maintain the unlocked state, so that the user can be made aware that the operation corresponding to the attached connector is impossible.

[0121]

[0122] While FIG. 6 illustrates an example in which the second range of the potential of the connector connection signal PISW, which is possible when a connector used for AC charging is attached, is subdivided into two ranges based on the upper current limit, the potential may be further subdivided into multiple ranges. Alternatively, the third range of the potential of the connector connection signal PISW, which is possible when a connector used for DC charging is attached, may be subdivided into multiple ranges based on the upper current limit. Alternatively, as shown in FIG. 7, the potential may be subdivided into two or multiple ranges based on upper voltage limits Va and Vb instead of upper current limits Ia and Ib. FIG. 7 illustrates the range of the potential of the connector connection signal PISW depending on the type and connection state of the connector in another variation. While FIG. 6 subdivides the second range based on upper current limits Ia and Ib, FIG. 7 differs in that the second range is subdivided based on upper voltage limits Va and Vb. This makes it possible to determine whether the connector attached to inlet 202 is a connector used for AC charging with an upper voltage limit Va or a connector used for AC charging with an upper voltage limit Vb.

[0123] Furthermore, in FIG. 6, an example has been described in which the second range of the potential of the connector connection signal PISW that can be obtained when a connector used for AC charging is attached is subdivided into two ranges using two upper current limits, but it may also be subdivided into two ranges using two lower current limits.

[0124] Furthermore, in FIG. 7, an example has been described in which the second range of the potential of the connector connection signal PISW that can be obtained when a connector used for AC charging is attached is subdivided into two ranges using two upper voltage limits, but it may also be subdivided into two ranges using two lower voltage limits.

[0125] In this way, when power can only be exchanged with external equipment at a certain current (corresponding to the current lower limit) or a certain voltage (corresponding to the voltage lower limit), if the current upper limit that the vehicle can handle is lower than the certain current, or if the voltage upper limit that the vehicle can handle is lower than the certain voltage, lock mechanism 206 is controlled to maintain the unlocked state. This allows the user to recognize that the operation corresponding to the attached connector cannot be performed.

[0126] Furthermore, in the above-described embodiment, the memory 102 of the ECU 100 stores only the types of connectors that are compatible with the vehicle 200, and therefore the ECU 100 is only capable of determining the types of connectors that are compatible with the vehicle 200, and is assumed to determine that the types of connectors that are not compatible with the vehicle 200 (for example, a connector for DC discharge) are unknown, but it may also be possible to determine the types of connectors that are not compatible.

[0127] Furthermore, in the above embodiment, the locking mechanism 206 is controlled after the type of connector is determined. However, for example, it may be possible to set the locking mechanism 206 to a locked state when the connector is attached. The locking mechanism 206 may be controlled as follows.

[0128] FIG. 8 is a flowchart showing an example of processing executed by ECU 100 in the modified example.

[0129] In the flowchart of Fig. 8, the same processes as those in the flowchart of Fig. 4 are denoted by the same step numbers, and therefore detailed description thereof will not be repeated.

[0130] If it is determined that the connector is attached (YES in S102), the process proceeds to S200. In S200, ECU 100 controls lock mechanism 206 so that the attached connector is locked in inlet 202. Thereafter, the process proceeds to S104.

[0131] If it is determined that there is a function corresponding to the type of the attached connector (YES in S106), the process proceeds to S202. In S202, ECU 100 controls lock mechanism 206 to maintain the locked state. If it is determined that there is no function corresponding to the type of the attached connector (NO in S106), the process proceeds to S204. In S204, ECU 100 controls lock mechanism 206 to enter an unlocked state in which removal of the attached connector is permitted.

[0132] In this way, the user can be made aware that the operation corresponding to the attached connector cannot be performed when the locking mechanism 206 is in the unlocked state, which can prevent the user from misunderstanding whether or not the operation corresponding to the attached connector can be performed.

[0133] Furthermore, in the above embodiment, locking mechanism 206 is described as being controlled after the type of connector is determined, but locking mechanism 206 may also be controlled as follows, for example. For example, the state of locking mechanism 206 may be manually switched when a connector is attached to inlet 202, and if it is determined thereafter that the function corresponding to the type of attached connector is available, locking mechanism 206 may maintain the locked state if it is in the locked state, or may switch to the locked state if it is in the unlocked state. Also, if it is determined that the function corresponding to the type of attached connector is not available, locking mechanism 206 may switch to the unlocked state if it is in the locked state, or may maintain the unlocked state if it is in the unlocked state.

[0134] Furthermore, in the above embodiment, the locking mechanism 206 is described as being controlled depending on whether the attached connector is compatible or not, but in addition to controlling the locking mechanism 206, the user may be notified as to whether the attached connector is compatible or not.

[0135] Fig. 9 is a diagram showing an example of the configuration of vehicle 200 in a modified example. Vehicle 200 shown in Fig. 9 differs from vehicle 200 shown in Fig. 1 in that vehicle 200 further includes notification device 220. The rest of the configuration is the same, so detailed description thereof will not be repeated.

[0136] The notification device 220 displays predetermined information in response to, for example, a control signal from the ECU 100. The notification device 220 is, for example, an indicator configured to be switchable from one of a lighted state and an unlighted state to the other state. The notification device 220 is provided, for example, in a position adjacent to the inlet 202 and visible to the user when attaching a connector to the inlet 202.

[0137] If it is determined that the ECU 100 has a function corresponding to the type of connector that is installed, When the ECU 100 determines that the attached connector does not have a function corresponding to the type of connector, the ECU 100 controls the lock mechanism 206 to be in a locked state and turns on the indicator. When the ECU 100 determines that the attached connector does not have a function corresponding to the type of connector, the ECU 100 controls the lock mechanism 206 to be in an unlocked state and turns off the indicator. The indicator may be configured to light up blue when it is determined that the attached connector has a function corresponding to the type of connector, and to light up red when it is determined that the attached connector does not have a function corresponding to the type of connector. The notification device 220 may be a display device that displays text information instead of an indicator, or may be a voice generation device that generates predetermined information as sound. The predetermined information generated as text information or sound may include, for example, information indicating that the attached connector has a function corresponding to the type of connector or that the function does not exist.

[0138] FIG. 10 is a flowchart showing an example of processing executed by the ECU 100 in another modified example.

[0139] In the flowchart of Fig. 10, the same processes as those in the flowchart of Fig. 4 are given the same step numbers, and therefore detailed description thereof will not be repeated.

[0140] When lock mechanism 206 is controlled so that the connector is locked (S108), the process proceeds to S300. In S300, ECU 100 turns on an indicator constituting notification device 220. When lock mechanism 206 is controlled so that the connector is kept unlocked (S112), the process proceeds to S302. In S302, ECU 100 keeps the indicator constituting notification device 220 off.

[0141] In this way, in addition to notifying whether locking mechanism 206 is in the locked state or the unlocked state, notification device 220 also notifies information on whether power can be exchanged between the connector and battery 214 (i.e., whether the indicator is on or off). This allows the user to recognize whether an operation corresponding to the attached connector can be performed. This makes it possible to prevent the user from misunderstanding whether an operation corresponding to the attached connector can be performed.

[0142] Furthermore, in the above-described embodiment, the locking mechanism 206 is described as being controlled depending on whether the attached connector is compatible (i.e., depending on whether power can be exchanged between the connector and the battery 214). However, if it cannot be determined whether power can be exchanged between the connector and the battery 214, the locking mechanism 206 may be controlled to be in an unlocked state.

[0143] For example, if there is an abnormality in the information received from the attached connector, the ECU 100 cannot determine whether or not power can be exchanged between the connector and the battery 214, and therefore controls the lock mechanism 206 to enter an unlocked state.

[0144] For example, if the change in the potential of the connector connection signal PISW over a predetermined period of time exceeds a threshold value, or if the potential of the connector connection signal PISW becomes a value that is not normally possible, the ECU 100 determines that there is an abnormality in the information received from the attached connector.

[0145] This prevents the charging or discharging process from being stopped due to an abnormality in the received information while the locking mechanism 206 remains locked, allowing the user to remove the connector from the inlet when such an abnormality occurs.

[0146] Furthermore, in the above embodiment, it has been described that the locking mechanism 206 is controlled depending on whether the type of connector attached is compatible or not. However, instead of or in addition to whether the type of connector attached is compatible or not, the locking mechanism 206 may also be controlled depending on whether a predetermined condition is met.

[0147] The predetermined condition includes, for example, a condition that the SOC of battery 214 is lower than a threshold value during external charging. ECU 100 may control lock mechanism 206 to enter the locked state when it is determined that the attached connector has a function corresponding to its type and the predetermined condition is met. Furthermore, even when it is determined that the attached connector has a function corresponding to its type, ECU 100 may control lock mechanism 206 to maintain the unlocked state when the attached connector is a connector used for external charging and the SOC of battery 214 is equal to or higher than a threshold value.

[0148] Alternatively, the predetermined condition may include, for example, a condition that the SOC of battery 214 is higher than a threshold value during external discharging. ECU 100 may control lock mechanism 206 to enter the locked state when it is determined that the attached connector has a function corresponding to its type and the predetermined condition is met. Furthermore, even when it is determined that the attached connector has a function corresponding to its type, ECU 100 may control lock mechanism 206 to maintain the unlocked state when the attached connector is a connector used for external discharging and the SOC of battery 214 is equal to or lower than a threshold value.

[0149] In this way, when the SOC of the battery 214 does not allow charging or discharging, the locking mechanism 206 is controlled to maintain the unlocked state, so that the user can be made aware that the operation corresponding to the attached connector cannot be performed when the locking mechanism 206 is in the unlocked state.

[0150] Furthermore, in the above-described embodiment, an example has been described in which AC charging, DC charging, and AC discharging are possible in vehicle 200, but it is sufficient if at least two of AC charging, DC charging, AC discharging, and DC discharging are possible, and the present invention is not particularly limited to cases in which AC charging, DC charging, and AC discharging are possible.

[0151] The above-described modifications may be implemented in whole or in part in appropriate combination.

[0152] The embodiments disclosed herein should be considered to be illustrative in all respects and not restrictive. The scope of the present invention is defined by the claims, not by the above description, and is intended to include all modifications within the meaning and scope of the claims. [Explanation of symbols]

[0153] 10 power supply equipment, 10a power supply control device, 10b oscillator circuit, 17 AC charging connector, 18 DC charging connector, 19 AC discharge connector, 20 socket, 21 electrical equipment, 22 plug, 100 ECU, 101 CPU, 102 memory, 110 resistor circuit, 200 vehicle, 202 inlet, 202a, 202b, 202f, 202g connection part, 202c, 202d, 202e communication part, 204 power conversion device, 206 locking mechanism, 214 battery, 216 inverter, 218 motor generator, 220 alarm device, 222 drive wheel.

Claims

1. a power storage device; an inlet to which a connector of an external device outside the vehicle can be attached; a locking mechanism for locking the connector in the inlet; an electronic control unit that controls the locking mechanism between a locked state in which removal of the connector from the inlet is restricted and an unlocked state in which removal of the connector from the inlet is permitted; the electronic control unit controls the locking mechanism to be in the locked state in response to detection of attachment of the connector to the inlet based on a pilot signal and a connector connection signal; The electronic control unit sets the locking state in response to a determination that electric power can be exchanged between the connector and the power storage device, and controls the locking mechanism to maintain the locked state.

2. An electric vehicle as described in claim 1, wherein the electronic control unit controls the locking mechanism to enter the unlocked state when it is determined that the power cannot be exchanged, or when it cannot be determined that the power can be exchanged.

3. A control method for an electric vehicle including a power storage device, an inlet to which a connector of an external device outside the vehicle can be attached, and a locking mechanism that locks the connector in the inlet, controlling the locking mechanism between a locked state in which removal of the connector from the inlet is restricted and an unlocked state in which removal of the connector from the inlet is permitted; controlling the locking mechanism to be in the locked state in response to detection of attachment of the connector to the inlet based on a pilot signal and a connector connection signal; placing the locking mechanism in the locked state in response to a determination that electric power can be exchanged between the connector and the power storage device, and controlling the locking mechanism to maintain the locked state.

4. The control method for an electric vehicle described in claim 3, further comprising a step of controlling the locking mechanism to enter the unlocked state when it is determined that the power cannot be exchanged or when it cannot be determined that the power can be exchanged.

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