Mobile body, control device, and connector lock control method

Abstract

To further reliably suppress a flow of large current to a connector in an unlocked state connected to a port of a mobile in power transmission that the mobile performs.SOLUTION: A mobile comprises: a port to / from which a connector for power transmission is attachable / detachable; and a first lock device for switching a locked state and an unlocked state of the connector connected to the port. In a case where the connector connected to the port is in the unlocked state and current flowing in the connector is larger than a first threshold, the first lock device switches the connector to the locked state (S11-S13).SELECTED DRAWING: Figure 5

Description

[Technical Field]

[0001] The present disclosure relates to a moving body, a control device, and a connector lock control method. [Background technology]

[0002] Japanese Patent Application Laid-Open Publication No. 2019-047544 (Patent Document 1) discloses a technology for switching a charging connector connected to a vehicle inlet between a locked state and an unlocked state. In this technology, a control device of the vehicle controls the current flowing through the charging connector connected to the inlet. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Publication No. 2019-047544 Summary of the Invention [Problem to be solved by the invention]

[0004] In recent years, developments have been made in technologies that allow power transmission not only to stationary power storage devices but also to mobile bodies. Such mobile bodies have ports to which connectors for power transmission can be attached and detached. The connectors are connected to the ports when the mobile body is stationary and detached when the mobile body is moving. For example, so-called Vehicle-to-Everything (V2X) technology, which connects vehicles to the outside world, enables vehicles to supply power to external buildings (such as homes, buildings, and factories), power grids, power loads, or other vehicles. However, when a connector for power transmission is connected to a vehicle port and a large current is transmitted through an unlocked connector, the power transmission is likely to become unstable. Furthermore, if the connector is detached from the port during a large current transmission, the port and connector are likely to be damaged by the large current. Therefore, in the technology described in Patent Document 1, when a connector connected to a port (inlet) is in a locked state, a vehicle control device allows a large charging current, and when the connector connected to the port (inlet) is in an unlocked state, the vehicle control device allows a small charging current. That is, in the technology described in Patent Document 1, the charging current is controlled by a control device of the vehicle.

[0005] However, the magnitude of the current (e.g., charging current) resulting from power transmission cannot always be controlled on the vehicle side. For example, in V2L (Vehicle to Load) systems, the current supplied from the vehicle to the power load tends to fluctuate depending on the state of the power load connected to the vehicle. Also, even when charging an on-board power storage device using power supplied from electrical equipment, the vehicle may not be able to control the charging current. For example, in a system in which charging is initiated by electrical equipment, the charging current may be controlled according to instructions from the electrical equipment. Thus, the technology described in Patent Document 1 above may not be able to prevent a large current from flowing through an unlocked connector connected to a port on a moving object (e.g., a vehicle) during power transmission performed by the moving object.

[0006] The present disclosure has been made to solve the above-mentioned problems, and its purpose is to more reliably prevent a large current from flowing through an unlocked connector connected to a port on a mobile body during power transmission performed by the mobile body. [Means for solving the problem]

[0007] According to an embodiment of a first aspect of the present disclosure, there is provided a moving object as follows.

[0008] (Item 1) The mobile object includes a port to which a connector for power transmission can be attached and detached, and a first locking device that switches the connector connected to the port between a locked state and an unlocked state. The first locking device is configured to switch the connector to the locked state when the connector connected to the port is in the unlocked state and the current flowing through the connector is greater than a first threshold.

[0009] According to the above configuration, when the current flowing through the unlocked connector connected to the port becomes greater than the first threshold, the first locking device locks the connector, thereby more reliably preventing a large current from flowing through the unlocked connector connected to the port of the mobile body during power transmission by the mobile body.

[0010] The first threshold value and a second threshold value, which will be described later, may be the same or different. Each threshold value can be set arbitrarily.

[0011] The moving body described in the above paragraph 1 may have the configuration described in any one of paragraphs 2 to 9 below.

[0012] (Clause 2) The first locking device provided in the mobile body described in paragraph 1 is configured to switch the connector to the unlocked state when an unlocking operation is performed while the current flowing through the locked connector connected to the port is smaller than a second threshold, and to reduce the current flowing through the connector to less than the second threshold and then switch the connector to the unlocked state when an unlocking operation is performed while the current flowing through the locked connector connected to the port is larger than the second threshold.

[0013] According to the above configuration, the connector is placed in an unlocked state in response to an unlocking operation. If the unlocking operation is performed while the current flowing through the connector is greater than the second threshold, the first locking device reduces the current flowing through the connector to less than the second threshold and then places the connector in the unlocked state. This more reliably prevents a large current from flowing through the unlocked connector.

[0014] (Item 3) In the mobile object described in item 2, the unlocking operation is an operation performed by the owner of the mobile object to put the connector into an unlocked state.

[0015] In the above configuration, operations by a third party other than the owner of the mobile object are not recognized as unlocking operations, thereby preventing the connector from being unlocked against the will of the owner of the mobile object.

[0016] (4) In the moving body described in any one of paragraphs 1 to 3, the first locking device is configured to switch the connector to an unlocked state when an unlocking condition is met. The unlocking condition includes that the connector connected to the port is in a locked state and that the current flowing through the connector is smaller than a second threshold value.

[0017] According to the above configuration, the first locking device does not unlock the connector unless the current flowing through the locked connector connected to the port is smaller than the second threshold value, which makes it possible to more reliably prevent a large current from flowing through the unlocked connector connected to the port of the mobile body during power transmission by the mobile body.

[0018] (Item 5) The moving body described in item 4 is a vehicle equipped with a door for getting on and off and a second locking device that switches the door between a locked state and an unlocked state. The unlocking condition described in item 4 further includes the door being in an unlocked state.

[0019] According to the above configuration, the first locking device does not unlock the connector unless the vehicle door is unlocked. When the vehicle door is unlocked, there is a high possibility that the owner of the vehicle is near the vehicle. Therefore, according to the above configuration, the connector is prevented from being unlocked against the will of the owner of the moving object (vehicle).

[0020] (Clause 6) The mobile object according to clause 4 or 5 further comprises a detection device that detects a terminal of the owner of the mobile object. The unlocking condition further includes that the terminal is detected by the detection device.

[0021] According to the above configuration, the first locking device does not unlock the connector unless the terminal of the owner of the mobile object is detected. When the terminal of the owner of the mobile object is detected, it is highly likely that the owner of the mobile object is near the mobile object. Therefore, according to the above configuration, the connector is prevented from being unlocked against the will of the owner of the mobile object.

[0022] (7) In the moving body described in any one of paragraphs 4 to 6, the unlocking condition further includes that the number of times the connector switches between the locked state and the unlocked state is less than a predetermined number of times.

[0023] According to the above configuration, when the number of times the connector is switched between the locked state and the unlocked state exceeds a predetermined number, the first locking device will no longer put the connector into the unlocked state, thereby suppressing deterioration of the first locking device.

[0024] (Item 8) The first locking device provided in the moving body described in any one of items 1 to 3 is configured to switch the connector connected to the port to an unlocked state when the connector is in a locked state and the current flowing through the connector is smaller than a second threshold value.

[0025] According to the above configuration, the connector enters an unlocked state when the current flowing through the connector becomes smaller than the second threshold, making it easier to remove the connector from the port when the current flowing through the connector becomes sufficiently small.

[0026] (Item 9) The moving body according to any one of items 1 to 8 further has the following features: The moving body is a vehicle equipped with a power storage device. The connector is a discharge connector equipped with an outlet. The power transmission includes V2L (Vehicle to Load) in which power stored in the power storage device is supplied from the discharge connector connected to the port to a power load connected to the outlet. In V2L, the current flowing through the discharge connector connected to the port varies depending on the state of the power load connected to the outlet.

[0027] The above configuration enables V2L. However, in V2L, the current flowing through the discharge connector varies depending on the state of the power load. For example, if the power required by the power load increases, the current flowing through the discharge connector may also increase. In this regard, in the above vehicle, in V2L, when the current flowing through the unlocked discharge connector exceeds a first threshold, the first locking device locks the discharge connector. This prevents a large current from flowing through the unlocked discharge connector connected to the port.

[0028] According to an embodiment of a second aspect of the present disclosure, there is provided a control device as described below.

[0029] (Article 10) The control device is configured to control a connector device that switches a connector for power transmission connected to a port of a mobile body between a locked state and an unlocked state, and the control device is configured to control the connector device to switch the connector to the locked state when the connector connected to the port is in the unlocked state and the current flowing through the connector is greater than a threshold value.

[0030] As with the mobile body according to paragraph 1 described above, the above control device also makes it possible to more reliably prevent a large current from flowing through an unlocked connector connected to a port of the mobile body during power transmission performed by the mobile body.

[0031] According to an embodiment of a third aspect of the present disclosure, there is provided a control device as described below.

[0032] (Clause 11) The control device is configured to control a connector device that switches between a locked state and an unlocked state of a connector for power transmission connected to a port of a mobile body. The control device is configured to predict a change in current flowing through the unlocked connector connected to the port, and, based on the prediction result, control the connector device so that the connector switches to a locked state before the current flowing through the connector becomes greater than a threshold value.

[0033] According to the above configuration, a change in the current flowing through an unlocked connector connected to a port is predicted, and based on the prediction result, the connector can be put into a locked state before the current exceeds a threshold value. This makes it possible to more reliably prevent a large current from flowing through an unlocked connector connected to a port of a mobile body during power transmission by the mobile body.

[0034] (Item 12) The control device described in Item 11 is configured to predict the time until the current flowing through the unlocked connector connected to the port reaches a threshold based on the prediction result, and to control the connector device to switch the connector to a locked state if the predicted time is shorter than a predetermined time.

[0035] According to the above configuration, the time until the current flowing through the unlocked connector connected to the port reaches the threshold value is further predicted based on the predicted change in current, which makes it easier to lock the connector at the appropriate time.

[0036] (Item 13) The control device according to item 12 is configured to use the current value of the current flowing through the unlocked connector connected to the port and the predicted rate of increase of the current to predict the time until the current flowing through the connector reaches a threshold value, and the predetermined time according to item 12 is longer than the time required for the connector device to switch the connector from the unlocked state to the locked state.

[0037] This configuration makes it easier to accurately predict the time until the current flowing through an unlocked connector connected to a port reaches a threshold, making it easier to lock the connector before the current flowing through the connector exceeds the threshold.

[0038] According to an embodiment of a fourth aspect of the present disclosure, there is provided a connector lock control method as follows.

[0039] (Article 14) The connector lock control method includes determining whether the connector connected to the port is in an unlocked state when power transfer is being performed between a port of a mobile body and a connector connected to the port, determining whether the current flowing through the connector connected to the port is equal to or greater than a threshold value when the power transfer is being performed, and switching the connector to a locked state when the connector connected to the port is in an unlocked state and the current flowing through the connector is equal to or greater than the threshold value.

[0040] The above connector lock control method, like the mobile body according to paragraph 1 described above, makes it possible to more reliably prevent a large current from flowing through an unlocked connector connected to a port of the mobile body during power transmission performed by the mobile body.

[0041] According to an embodiment of a fifth aspect of the present disclosure, there is provided a connector lock control method as follows.

[0042] (Article 15) The connector lock control method includes determining whether the connector connected to the port is in an unlocked state when power transfer is being performed between a port of a mobile body and a connector connected to the port, predicting a change in current flowing through the unlocked connector connected to the port when the power transfer is being performed, determining whether the current flowing through the connector will reach a threshold value within a period from the present time until a predetermined time has elapsed based on the result of the prediction, and switching the connector to a locked state when it is determined that the current flowing through the connector will reach the threshold value within the period.

[0043] Like the control device according to paragraph 12 above, the above-mentioned connector lock control method also makes it possible to more reliably prevent a large current from flowing through an unlocked connector connected to a port of a mobile body during power transmission by the mobile body. [Effects of the Invention]

[0044] According to the present disclosure, it is possible to more reliably prevent a large current from flowing through an unlocked connector connected to a port of a mobile body during power transmission performed by the mobile body. [Brief explanation of the drawings]

[0045] [Figure 1] 1 is a diagram showing a vehicle according to a first embodiment. [Figure 2] 2 is a diagram showing an example of the configuration of a charger / discharger provided in a vehicle according to the first embodiment. FIG. [Figure 3] 3A and 3B are diagrams for explaining a connection mode between a port and a connector according to the first embodiment. [Figure 4] FIG. 4 is a diagram showing a modification of the mechanism shown in FIG. 3. [Figure 5] 4 is a flowchart showing a connector lock control according to the first embodiment. [Figure 6] 4 is a time chart showing an example of the operation of the vehicle according to the first embodiment. [Figure 7] 10 is a flowchart showing a connector lock control according to the second embodiment. [Figure 8] 6 is a time chart showing an example of the operation of a vehicle according to the second embodiment. [Figure 9] 11 is a flowchart showing a connector lock control according to the third embodiment. [Figure 10] 10 is a diagram for explaining a process for predicting a change in current flowing through a connector in connector lock control according to the third embodiment. FIG. [Figure 11] 10 is a flowchart showing a connector lock control according to the fourth embodiment. [Figure 12] 13 is a flowchart showing a connector lock control according to the fifth embodiment. [Figure 13] FIG. 13 is a diagram showing a vehicle according to a sixth embodiment. [Figure 14] 13 is a flowchart showing a connector lock control according to the sixth embodiment. [Figure 15] 13 is a flowchart showing a connector lock control according to the seventh embodiment. [Figure 16] FIG. 1 is a diagram illustrating a first example of a system in which external charging is performed. [Figure 17] FIG. 10 is a diagram illustrating a second example of a system in which external charging is performed. DETAILED DESCRIPTION OF THE INVENTION

[0046] DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS The present disclosure will be described in detail with reference to the accompanying drawings. In the drawings, the same or corresponding parts are designated by the same reference numerals and their description will not be repeated.

[0047] [Embodiment 1] FIG. 1 is a diagram showing a vehicle according to a first embodiment. Referring to FIG. 1, vehicle 100 includes a power storage device 110, a charger / discharger 120, a connection device 130, an ECU 150, and an HMI (Human Machine Interface) 170. "ECU" refers to an electronic control unit (Electronic Control Unit). Vehicle 100 is configured to be movable using power stored in power storage device 110. Power output from power storage device 110 is supplied to, for example, a traction motor (not shown). Such a motor converts the power into torque to rotate drive wheels of vehicle 100. Vehicle 100 is, for example, an electric vehicle (BEV) without an internal combustion engine. However, the present invention is not limited to this, and vehicle 100 may be a PHEV (Plug-in Hybrid Electric Vehicle) with an internal combustion engine, or another type of electrically powered vehicle (xEV).

[0048] The power storage device 110 includes a secondary battery such as a lithium-ion battery, a nickel-metal hydride battery, or a sodium-ion battery. The type of secondary battery may be a liquid secondary battery or an all-solid-state secondary battery. A plurality of secondary batteries may form a battery pack. An electric double layer capacitor may be used instead of the secondary battery.

[0049] FIG. 2 is a diagram showing an example of the configuration of the charger / discharger 120. Referring to FIG. 2 together with FIG. 1, the charger / discharger 120 includes a charger 121 and an AC inverter 122 connected in parallel to each other between the connection device 130 and the power storage device 110. The charger 121 is configured to charge the power storage device 110. Specifically, the charger 121 converts AC power supplied from outside the vehicle to a port 132 of the connection device 130 into DC power (AC / DC conversion), and outputs the DC power to the power storage device 110. The AC inverter 122 is configured to discharge the power of the power storage device 110 to outside the vehicle. Specifically, the AC inverter 122 converts DC power supplied from the power storage device 110 into AC power (DC / AC conversion), and outputs the AC power to the port 132 of the connection device 130.

[0050] A charging relay RL1 is provided between the charger 121 and the power storage device 110. The charging relay RL1 switches between connection and disconnection of a charging path from the charger 121 to the power storage device 110. A discharging relay RL2 is provided between the AC inverter 122 and the connection device 130. The discharging relay RL2 switches between connection and disconnection of a discharging path from the AC inverter 122 to the connection device 130. A charging / discharging relay 125 is provided between each of the charger 121 and the power storage device 110 and the AC inverter 122. The charging / discharging relay 125 switches between connection and disconnection of an electric path connecting the charger / discharger 120 and the power storage device 110.

[0051] The charger 121 converts AC power input from the connection device 130 side into DC power and outputs the DC power to the power storage device 110 side. The charger 121 includes, for example, a circuit CR1. The circuit CR1 includes an isolation circuit, an input circuit (e.g., a full-bridge circuit, a filter circuit, and a smoothing capacitor) arranged on the input side of the isolation circuit, and an output circuit (e.g., a full-bridge circuit) arranged on the output side of the isolation circuit. Each full-bridge circuit includes four switching elements. Each switching element included in the circuit CR1 is controlled by the ECU 150. Note that the circuit configuration shown in FIG. 2 is an example and can be changed as appropriate. Any circuit configuration from known in-vehicle chargers may be adopted.

[0052] The AC inverter 122 converts DC power input from the power storage device 110 into AC power and outputs the AC power to the connection device 130. The AC inverter 122 includes, for example, a circuit CR2. The circuit CR2 includes an isolation circuit, an input circuit (e.g., a full-bridge circuit) arranged on the input side of the isolation circuit, and an output circuit (e.g., a full-bridge circuit, a reactor, and a smoothing capacitor) arranged on the output side of the isolation circuit. Each full-bridge circuit includes four switching elements. Each switching element included in the circuit CR2 is controlled by the ECU 150. Note that the circuit configuration shown in FIG. 2 is an example and can be changed as appropriate. Any circuit configuration may be adopted from known in-vehicle inverters.

[0053] The charger 121 and the AC inverter 122 are provided with monitoring units 121a and 122a, respectively. The monitoring units 121a and 122a include various sensors that detect the states (for example, voltage, current, and temperature) of the charger 121 and the AC inverter 122, respectively, and output the detection results to the ECU 150.

[0054] 1 , the connection device 130 includes a lid 131, a port 132, a lock drive device 133, and an operation unit 134. The operation unit 134 is configured to be operable from outside the vehicle 100. The operation unit 134 may include at least one of a physical switch (for example, a button-type or slide-type switch) and a touch panel-type operation panel. When the user operates the operation unit 134, a signal corresponding to the operation is transmitted from the operation unit 134 to the ECU 150.

[0055] The port 132 is disposed in an opening provided in the body of the vehicle 100. The lid 131 opens and closes the opening. The lid 131 is configured to be openable and closable from outside the vehicle 100. The port 132 is used when the lid 131 is open. The port 132 is configured to allow a connector for power transmission (e.g., the discharge connector 200) to be attached and detachable. The port 132 includes a power terminal (a terminal for power transmission) and a connector detection terminal. The potential of the connector detection terminal changes depending on whether the connector is connected or not. The potential of the connector detection terminal (a signal indicating whether the connector is connected to the port 132) is input to the ECU 150.

[0056] Lock drive device 133 is configured to switch the state of the connector connected to port 132 between a locked state and an unlocked state in accordance with a control command from ECU 150. For example, a connector in a locked state is restricted from being removed from port 132. A connector in an unlocked state is allowed to be removed from port 132. In this embodiment, lock drive device 133 and ECU 150 function as an example of a "first locking device" according to the present disclosure. However, this is not limiting, and a control device dedicated to the first locking device may form a single unit together with other components of the first locking device.

[0057] Port 132 functions as an inlet (charging port) and an outlet (discharging port). Vehicle 100 is configured to transmit power using port 132. Specifically, vehicle 100 is configured to be able to charge power storage device 110 with power from outside the vehicle (hereinafter referred to as "external charging") and to supply power from power storage device 110 to the outside of the vehicle (hereinafter referred to as "external power supply"). In external charging, power is input to power storage device 110 from the outside of the vehicle through port 132. In external power supply, power is output from power storage device 110 to the outside of the vehicle through port 132.

[0058] The vehicle 100 performs external power feeding with the discharge connector 200 connected to the port 132. In this embodiment, the vehicle 100 performs V2L (Vehicle to Load) as external power feeding. V2L is a power transmission in which power is directly fed from the vehicle to an electrical device. The discharge connector 200 is configured to be connectable to an electrical load 500 (electrical device). Specifically, the discharge connector 200 has a first end 210 (input end) and a second end 220 (output end). The first end 210 is configured to be connectable to the port 132. The second end 220 includes a receptacle into which the plug of the electrical load 500 can be attached and detached. In the example shown in FIG. 1, the second end 220 has three receptacles. However, the number of receptacles can be changed and may be one.

[0059] The power load 500 includes an electrical device (device body) and a power cord connected to the electrical device. The power load 500 (electrical device) becomes operational when supplied with a predetermined AC power. Examples of the power load 500 include a lighting device, a heater, a cooking appliance, a television, and a refrigerator. The second end 220 includes an outlet to which the power cord of the power load 500 can be plugged. The discharge connector 200 further includes a cover 230 configured to open and close the second end 220. The cover 230 covers the second end 220 in a closed state and exposes the second end 220 in an open state. The cover 230 has a hole 230a through which cords can be passed. The hole 230a can accept multiple cords. The cover 230 can be closed even when three power cords are passed through the hole 230a and plugs are inserted into the respective outlets of the second end 220. When the cover 230 is closed, the second end 220 is prevented from being exposed to rain and wind. The cover 230 is waterproof.

[0060] FIG. 3 is a diagram illustrating a connection mode between the port 132 of the vehicle 100 and the discharging connector 200. Referring to FIG. 3 together with FIG. 1, the discharging connector 200 further includes a latch 240 and an unlatch button 250. The latch 240 is configured to engage with the port 132 to fix (latch) the discharging connector 200 to the port 132. The latch 240 has a tip portion that can engage with the engaging portion 132a of the port 132. The latch 240 is attached to the main body of the discharging connector 200 via a spring 242 in a manner that allows it to rotate around an axis 241. The rotational movement of the latch 240 is linked to the unlatch button 250. The unlatch button 250 has a function of unlatching the discharging connector 200 from the port 132 and causing the vehicle 100 (ECU 150) to detect the connector state (connected state / mated state / unmated state). The lock drive device 133 includes a lock pin 133a and an actuator for moving the lock pin 133a. The lock drive device 133 displaces the lock pin 133a in accordance with a control command from the ECU 150. The port 132 and the discharge connector 200 can be attached or detached when the lock pin 133a is in the unlock position (a state in which the lock pin 133a is retracted).

[0061] For example, after a user inserts the first end 210 of the discharge connector 200 into the port 132 while pressing the unlatch button 250, the user releases the unlatch button 250, thereby connecting the discharge connector 200 to the port 132. More specifically, the discharge connector 200 and the port 132 are electrically connected and secured by the latch 240. This connector state is the "connected state." In the connected state, the first end 210 of the discharge connector 200 is inserted into the port 132, all terminals of both are electrically connected, and the discharge connector 200 is latched. When the user presses the unlatch button 250 while the discharge connector 200 is in the connected and unlocked state, the tip of the latch 240 moves away from the engaging portion 132a against the biasing force of the spring 242. This releases the securing by the latch 240, as shown on the left side of FIG. 3 . This connector state is the "mated state." In the mated state, the discharge connector 200 is inserted into the port 132, and all terminals of both are electrically connected, but the discharge connector 200 is not latched. When the user pulls the discharge connector 200 out of the port 132 in the mated state, the connector state changes to an "unmated state." The unmated state is a state that is neither the connected state nor the mated state. When the connector state is the connected state or the mated state, the ECU 150 prohibits the vehicle 100 from traveling. Furthermore, when the connector state is the mated state or the unmated state, the application of voltage from the power storage device 110 to the port 132 is restricted (for example, prohibited).

[0062] When the discharge connector 200 is in a connected and unlocked state, removal of the discharge connector 200 from the port 132 is permitted. Therefore, the discharge connector 200 can be placed in an unmated state as described above. However, the lock drive device 133 can lock the connected discharge connector 200. For example, the lock drive device 133 drives the lock pin 133a toward the discharge connector 200, thereby locking the discharge connector 200 connected to the port 132 as shown on the right side of FIG. 3 . The lock pin 133a presses the latch 240, thereby restricting the rotational movement of the latch 240. When the discharge connector 200 is in a locked state, unlatching by the latch release button 250 is restricted (for example, prohibited). This restricts removal of the discharge connector 200 from the port 132.

[0063] The mechanism by which the lock drive device 133 switches the discharging connector 200 between the locked state and the unlocked state is not limited to that shown in FIG. 3 and can be modified as appropriate. FIG. 4 illustrates a modified example of the mechanism shown in FIG. 3. Referring to FIG. 4, in this modified example, the discharging connector 200 has a cylindrical guide portion 240A surrounding the first end portion 210 instead of the latch 240. The guide portion 240A has a hole H formed at a position corresponding to the lock pin 133a. When the lock pin 133a is in the unlocked position, as shown on the left side of FIG. 4, the lock pin 133a is not inserted into the hole H. In this state, the discharging connector 200 can be removed from the port 132. Furthermore, when the lock drive device 133 drives the lock pin 133a toward the discharging connector 200, the lock pin 133a is inserted into the hole H as shown on the right side of FIG. 4. This causes the discharging connector 200 connected to the port 132 to enter a locked state. In the locked state, the sliding movement of the discharge connector 200 is restricted, thereby restricting (for example, prohibiting) removal of the discharge connector 200 from the port 132.

[0064] Referring again to FIG. 1 , the vehicle 100 further includes a door 141 for entry and exit and a lock drive device 142. The lock drive device 142 includes a sensor that detects the state (open / closed) of the door 141 and switches the door 141 between a locked state and an unlocked state. In the locked state, the door 141 is maintained in a closed state and is restricted from opening. In the unlocked state, the door 141 is not restricted from opening or closing and is allowed to open. Although not shown, a key device that accepts key operation from outside the vehicle is provided on a part of the body of the vehicle 100 (for example, the door 141 or a pillar). The lock drive device 142 switches the door 141 between a locked state and an unlocked state in response to the key operation on the key device. The key operation may be an operation using a mechanical key or a remote key. The key device may also accept input of authentication information in addition to or instead of the key operation. The lock drive device 142 may set the door 141 to an unlocked state when authentication by the key device is successful. Although only one door 141 is shown in FIG. 1 , the vehicle 100 includes multiple doors 141. A lock drive device 142 is provided for each door 141. The door 141 is opened and closed, for example, when a user gets in and out of the vehicle 100. In this embodiment, the lock drive device 142 and the ECU 150 function as an example of a "second locking device" according to the present disclosure. However, the present disclosure is not limited to this, and a control device dedicated to the second locking device may form a single unit together with other components of the second locking device.

[0065] The HMI 170 includes an input device and a display device installed in the vehicle cabin. The HMI 170 may include a touch panel display. The input device may include an operation unit (e.g., buttons) provided on the steering wheel. The input device may include a smart speaker that accepts voice input. The input device outputs a signal corresponding to an input from the user to the ECU 150. The display device may include an instrument panel and / or a head-up display. The HMI 170 may further include a recognition device that recognizes the state of the user. The recognition device may include a camera that captures video of the interior of the vehicle. When the recognition device recognizes a predetermined sign by the user (e.g., a hand sign such as a V sign), a signal corresponding to the recognized sign is output from the HMI 170 to the ECU 150. Such a recognition device allows the user to operate in-vehicle equipment by sending a signal to the HMI 170 using their hand or the like.

[0066] HMI 170 accepts a door lock operation, a door unlock operation, a connector lock operation, and a connector unlock operation from the user. The door lock operation and the door unlock operation are operations that request ECU 150 to lock the door (to lock the door 141) and unlock the door (to unlock the door 141), respectively. The connector lock operation and the connector unlock operation are operations that request ECU 150 to lock the connector (to lock the connected discharge connector 200) and unlock the connector (to unlock the connected discharge connector 200), respectively. ECU 150 controls lock drive device 133 and lock drive device 142 in response to the user's operations.

[0067] The ECU 150 includes a processor 151 and a storage device 152. The storage device 152 is configured to be able to save stored information. In addition to programs, the storage device 152 stores various types of information used by the programs. In this embodiment, the processor 151 executes the programs stored in the storage device 152, thereby performing various types of control (for example, the control shown in FIG. 5, which will be described later). However, these processes may be performed only by hardware (electronic circuits) without using software.

[0068] Connecting the discharge connector 200 to the port 132 of the parked vehicle 100 enables the vehicle 100 to perform V2L. In V2L, the ECU 150 closes the charge / discharge relay 125 and the discharge relay RL2 and opens the charge relay RL1 (disconnects the charge / discharge relay RL1). The ECU 150 then controls the charger / discharger 120 so that an AC voltage having a predetermined frequency and a predetermined magnitude is applied to each outlet of the second end 220 of the discharge connector 200 connected to the port 132. The magnitude and frequency of the AC voltage can be set arbitrarily. The voltage magnitude may be approximately 100 V or approximately 200 V. The frequency may be approximately 50 Hz or approximately 60 Hz. Different AC voltages may be output from each outlet.

[0069] In V2L, power stored in the power storage device 110 is supplied from the discharge connector 200 connected to the port 132 to power loads connected to the outlets of the discharge connector 200. DC power output from the power storage device 110 is converted to AC power, and the AC power is supplied to each outlet of the discharge connector 200 (second end 220). For example, by connecting a power load 500 to one of the outlets of the discharge connector 200, the power load 500 becomes operable by the power supplied from the outlet. With regard to the AC power output from the outlet of the discharge connector 200, the voltage and frequency can be controlled by the ECU 150, but the current varies depending on the state of the power load connected to the outlet. When power loads are connected to each of the multiple outlets provided in the discharge connector 200 (second end 220), the current varies depending on the usage status of each of the power loads. For example, as the power required by each power load increases, the current output from the vehicle 100 to the discharge connector 200 also increases. Conversely, when any of the power loads connected to the discharge connector 200 switches from an operating state to a stopped state, the current supplied from the vehicle 100 to the discharge connector 200 decreases.

[0070] Hereinafter, the current flowing through a connector (e.g., the discharge connector 200) connected to the port 132 will be referred to as the "connector current." The connector current in the V2L system corresponds to the current output from the port 132 of the vehicle 100 to the discharge connector 200. In V2L systems, the on / off state of power supply can be controlled on the vehicle side, but the magnitude of the connector current cannot be adjusted on the vehicle side. For this reason, the connector current may become large when the discharge connector 200 is in an unlocked state. When a large current of power is transmitted through the unlocked discharge connector 200, the power transmission is likely to become unstable due to the influence of the terminal connection state, noise, or the like. Furthermore, if the discharge connector 200 is detached from the port 132 when the connector current is large, the port 132 and the discharge connector 200 are likely to be damaged by the large current. Therefore, the first lock device (lock drive device 133 and ECU 150) according to this embodiment is configured to switch the discharging connector 200 to a locked state when the discharging connector 200 connected to the port 132 is in an unlocked state and the connector current (current flowing through the discharging connector 200) is greater than a first threshold value. Specifically, when the discharging connector 200 is connected to the port 132, the ECU 150 starts the processing flow shown in FIG. 5. FIG. 5 is a flowchart showing connector lock control according to the first embodiment. "S" in the flowchart denotes a step.

[0071] 5 together with FIG. 1, in S11, the ECU 150 determines whether the discharging connector 200 connected to the port 132 is in an unlocked state. If the discharging connector 200 is in an unlocked state (YES in S11), the ECU 150 determines in S12 whether the connector current (current flowing through the discharging connector 200) is equal to or greater than a predetermined first threshold value (hereinafter referred to as "Th1"). In the above-mentioned V2L, the power supply current detected by the monitoring unit 122a corresponds to the connector current. If the connector current is equal to or greater than Th1 (YES in S12), the ECU 150 executes connector lock (switches from the unlocked state to the locked state) for the discharging connector 200 in S13. Specifically, the ECU 150 controls the lock drive device 133 so that the discharging connector 200 is in the locked state. Thereafter, the process returns to S11.

[0072] If the discharge connector 200 is in a locked state (NO in S11), the ECU 150 determines in S14 whether a predetermined connector unlock operation has been performed. The ECU 150 according to this embodiment recognizes a predetermined operation on the operation unit 134 (for example, pressing a button) and a predetermined operation on the HMI 170 as a connector unlock operation. However, this is not limiting, and the connector unlock operation can be set arbitrarily. One operation may also serve as both a connector unlock operation and a door unlock operation.

[0073] If a connector unlock operation has been performed (YES in S14), ECU 150 determines in S15 whether the connector current is equal to or greater than a predetermined second threshold value (hereinafter referred to as "Th2"). Th1 and Th2 can each be set arbitrarily. Each of Th1 and Th2 may be, for example, equal to or greater than 5 A and less than 16 A, or may be approximately 15 A. In this embodiment, Th1 is smaller than Th2. This makes it easier to lock the connector. However, this is not limiting, and Th1 and Th2 may be the same. Also, Th1 may be larger than Th2.

[0074] If the connector current is equal to or greater than Th2 (YES in S15), ECU 150 stops the power transmission in S16. Specifically, ECU 150 stops the power transmission (power supply for V2L) by lowering the voltage using AC inverter 122, and then opens discharge relay RL2. This causes the connector current to become 0 A. Subsequently, ECU 150 executes connector unlock (switching from a locked state to an unlocked state) for discharge connector 200 in S17. Specifically, ECU 150 controls lock drive device 133 so that discharge connector 200 becomes the unlocked state. Thereafter, the process proceeds to S18.

[0075] If the connector current is less than Th2 (NO in S15), ECU 150 does not execute the process of stopping power transmission (S16), and executes connector unlock for discharge connector 200 in S17. Thereafter, the process proceeds to S18. Also, if the connector current is less than Th1 when discharge connector 200 is in the unlocked state (NO in S12), the process proceeds to S18.

[0076] In S18, ECU 150 determines whether or not discharging connector 200 has been removed from port 132. If discharging connector 200 is connected to port 132 (NO in S18), the process returns to S11. Then, if discharging connector 200 is removed from port 132 (YES in S18), the process flow shown in FIG. 5 ends.

[0077] The processing flow shown in FIG. 5 is repeatedly executed during a period from when the discharge connector 200 is connected to the port 132 until the discharge connector 200 is removed from the port 132, regardless of whether the vehicle 100 is transmitting power. For example, when a predetermined discharge start condition is met with the discharge connector 200 connected to the port 132, the ECU 150 controls the charger / discharger 120 to apply a voltage to the outlet of the discharge connector 200. When the power load 500 is connected to the outlet of the discharge connector 200, the vehicle 100 starts external power feeding (V2L). Through V2L, power consumed by the power load 500 is supplied to the power load 500 from the power storage device 110 through the port 132 and the discharge connector 200. The discharge start condition may be met when a user instructs the ECU 150 to start discharging via the HMI 170. The discharge connector 200 may further include a discharge start switch that the user uses to instruct the vehicle 100 to start discharging. The discharge start condition may be met when the user operates the discharge start switch. Furthermore, connection of the discharge connector 200 to the port 132 may be used as a trigger to apply voltage to the outlet of the discharge connector 200. If a predetermined discharge termination condition is met while external power feeding for V2L is being performed, the external power feeding (power transmission) is terminated. For example, the discharge termination condition may be met when the user instructs the ECU 150 to terminate the discharge. The ECU 150 may terminate the power transmission in a manner similar to S16 in FIG. 5.

[0078] FIG. 6 is a time chart showing an example of the operation of vehicle 100 according to the first embodiment. Referring to FIG. 6, when a user connects discharge connector 200 to port 132 of vehicle 100, the process flow shown in FIG. 5 above is started. Then, when a discharge start condition is met, voltage is applied to the outlet of discharge connector 200. When a user inserts a plug of a power cable of power load 500 into one of the outlets of discharge connector 200, power consumed by power load 500 is supplied from vehicle 100 to power load 500. This starts power transmission (e.g., V2L). Then, as the power consumed by power load 500 increases, the connector current increases and exceeds Th1. When the connector current becomes equal to or greater than Th1 (YES in S12), connector locking (S13) is executed. Thereafter, power transmission stop processing (S16) is executed in response to a connector unlocking operation, and the connector current becomes smaller than Th2. Subsequently, connector unlocking (S17) is executed. Then, when the user removes the discharge connector 200 from the port 132, the process flow shown in FIG. 5 ends.

[0079] As described above, the connector lock control method according to the first embodiment includes the processes shown in FIG. 5. The period during which the connector lock control shown in FIG. 5 is executed includes the period during which power transmission is being performed by the vehicle 100. Specifically, when a discharge start condition is met with the discharge connector 200 connected to the port 132 of the vehicle 100, a voltage is applied to the outlet of the discharge connector 200. When the power load 500 is connected to the outlet of the discharge connector 200, power transmission is performed between the port 132 and the discharge connector 200 (see FIG. 6). When power transmission is being performed, in S11 of FIG. 5, it is determined whether the connector connected to the port 132 is in an unlocked state. Also, when power transmission is being performed, in S12 of FIG. 5, it is determined whether the current flowing through the connector connected to the port 132 is equal to or greater than a threshold. When the connector connected to the port 132 is in an unlocked state and the current flowing through the connector is equal to or greater than a threshold, the connector is switched to a locked state in S13 of FIG. 5. According to this connector lock control method, it is possible to more reliably prevent a large current from flowing through an unlocked connector connected to the port 132 of the vehicle 100 during power transmission performed by the vehicle 100.

[0080] Furthermore, the first lock device (lock drive device 133 and ECU 150) according to the first embodiment is configured to switch the connector to the locked state when the connector connected to port 132 is in the unlocked state and the current flowing through the connector is greater than the first threshold value (YES in both S11 and S12 of FIG. 5). This configuration makes it possible to more reliably prevent a large current from flowing through the unlocked connector connected to port 132 of vehicle 100 during power transmission performed by vehicle 100.

[0081] Furthermore, the first locking device is configured to switch the connector to the unlocked state when an unlocking operation is performed while the current flowing through the locked connector connected to port 132 is smaller than the second threshold value (NO in S11, YES in S14, and NO in S15 of FIG. 5), and to reduce the current flowing through the connector to below the second threshold value and then switch the connector to the unlocked state when an unlocking operation is performed while the current flowing through the locked connector connected to port 132 is larger than the second threshold value (NO in S11 and YES in S14 and S15 of FIG. 5). This configuration makes it possible to switch the connector to the unlocked state by an unlocking operation while preventing a large current from flowing through the unlocked connector.

[0082] The port 132 of the vehicle 100 is configured to allow a discharge connector 200 with an outlet to be detachably attached. The vehicle 100 is configured to execute V2L with the discharge connector 200 connected to the port 132. In V2L, the current flowing through the discharge connector 200 connected to the port 132 varies depending on the state of the power load connected to the outlet of the discharge connector 200. With this configuration, it is possible to execute V2L while preventing a large current from flowing through the discharge connector 200 connected to the port 132 in an unlocked state.

[0083] [Embodiment 2] The following describes the second embodiment, focusing on the differences from the first embodiment. In this embodiment, the ECU 150 executes the processing flow shown in Fig. 7 instead of the processing flow shown in Fig. 5. Fig. 7 is a flowchart showing connector lock control according to the second embodiment.

[0084] 7 together with FIG. 1, in S21, ECU 150 determines whether or not discharging connector 200 connected to port 132 is in a locked state. If discharging connector 200 is in an unlocked state (NO in S21), ECU 150 determines whether or not the connector current is equal to or greater than a first threshold value (Th1) in S22. If the connector current is equal to or greater than Th1 (YES in S22), ECU 150 executes connector locking for discharging connector 200 in S23. Thereafter, the process returns to S21.

[0085] If the discharging connector 200 is in the locked state (YES in S21), the ECU 150 determines in S24 whether the connector current is smaller than the second threshold value (Th2). If the connector current is equal to or greater than Th2 (NO in S24), the process returns to S21. On the other hand, if the connector current is smaller than the second threshold value (Th2) (YES in S24), the ECU 150 executes connector unlock for the discharging connector 200 in S25. Thereafter, the process proceeds to S26. Also, if the connector current is less than Th1 when the discharging connector 200 is in the unlocked state (NO in S22), the process proceeds to S26.

[0086] In S26, ECU 150 determines whether or not discharging connector 200 has been removed from port 132. If discharging connector 200 is connected to port 132 (NO in S26), the process returns to S21. Then, if discharging connector 200 is removed from port 132 (YES in S26), the process flow shown in FIG. 7 ends.

[0087] FIG. 8 is a time chart showing an example of the operation of vehicle 100 according to the second embodiment. Referring to FIG. 8, when a user connects discharge connector 200 to port 132 of vehicle 100, the process flow shown in FIG. 7 above is started. Then, when a discharge start condition is met, a voltage is applied to the outlet of discharge connector 200. When a user inserts a plug of a power cable of power load 500 into one of the outlets of discharge connector 200, the power consumed by power load 500 is supplied from vehicle 100 to power load 500. This starts power transmission (e.g., V2L). Then, when use of power load 500 starts and the power consumed by power load 500 increases, the connector current increases and exceeds Th1. When the connector current becomes equal to or greater than Th1 (YES in S22), the connector is locked (S23). Thereafter, when use of power load 500 ends and the power consumed by power load 500 decreases, the connector current becomes smaller than Th2 (YES in S24). This causes the connector to be unlocked (S25).

[0088] When the user removes the power load 500 from the discharge connector 200 and no power load is connected to any of the outlets of the discharge connector 200, the connector current becomes 0 A. This ends power transmission. However, even in this state, the processing flow shown in FIG. 7 above continues. Specifically, S21, S22, and S26 are repeated. When the user subsequently connects the power load 500 to the discharge connector 200 again and starts using the power load 500, the connector lock (S23) is executed as described above. Then, the connector current fluctuates depending on the usage status of the power load 500, and the connector lock (S23) / connector unlock (S25) is automatically executed depending on the connector current. When the user removes the discharge connector 200 from the port 132 while the discharge connector 200 is in the unlocked state, the processing flow shown in FIG. 7 above ends. Then, the application of voltage from the power storage device 110 to the port 132 is also stopped.

[0089] As described above, the connector lock control method according to the second embodiment includes the processes shown in FIG. 7 . The control device (ECU 150) according to the second embodiment controls the lock drive device 133 (connector device) based on the connector current. The first lock device (lock drive device 133 and ECU 150) according to the second embodiment switches the connector to the locked state when the connector connected to the port 132 is in the unlocked state and the current flowing through the connector is greater than a first threshold (S21 to S23), and switches the connector to the unlocked state when the connector connected to the port 132 is in the locked state and the current flowing through the connector is smaller than a second threshold (S21, S24, S25). This configuration makes it easier to remove the connector from the port 132 when the current flowing through the connector becomes sufficiently small. Furthermore, because the connector locking / unlocking is automatically performed in accordance with the connector current without any user operation, the user is saved the trouble of unlocking the connector.

[0090] [Embodiment 3] The following describes the third embodiment, focusing on the differences from the first embodiment. In this embodiment, the ECU 150 executes the processing flow shown in Fig. 9 instead of the processing flow shown in Fig. 5. Fig. 9 is a flowchart showing connector lock control according to the third embodiment.

[0091] 9 together with FIG. 1, in S31, ECU 150 determines whether or not discharging connector 200 connected to port 132 is in a locked state. If discharging connector 200 is in an unlocked state (NO in S31), ECU 150 predicts a change in the connector current in S32. ECU 150 may predict a future rate of change (e.g., a rate of increase) in the connector current based on the most recent connector current data (e.g., a transition in the connector current). Subsequently, in S33, based on the predicted result of the connector current change (S32), it is determined whether or not the connector current will be equal to or greater than a first threshold value (Th1) within a period from the current time until a predetermined time (hereinafter, referred to as "TA") has elapsed. Then, if it is determined that the connector current will be equal to or greater than Th1 within a period from the current time until TA has elapsed (YES in S33), ECU 150 executes connector locking for discharging connector 200 in S34. As a result, discharging connector 200 is locked before the connector current becomes greater than Th1. FIG. 10 is a diagram for explaining the processes of S32 and S33.

[0092] 10, for example, if the connector current is changing as shown by line L1, ECU 150 predicts in S32 of FIG. 9 that the future connector current will change as shown by line L1a. Next, in S33 of FIG. 9, ECU 150 predicts time t1 at which the connector current will reach Th1. In this embodiment, ECU 150 predicts time t1 using the current value of the connector current and the rate of increase of the connector current predicted in S32. This method makes it easier to accurately predict the time from the current time to time t1 (the time until the connector current reaches Th1). Next, ECU 150 determines whether the time from the current time to time t1 is shorter than TA. If the time from the current time to time t1 is shorter than TA, it means that the connector current will become equal to or greater than Th1 within the period from the current time until TA has elapsed. The time from the current time to time t1 becomes shorter as the connector current increases. When the time from the present time to time t1 becomes shorter than TA (YES in S33), the connector is locked (S34). That is, the connector is locked at a timing TA before time t1.

[0093] Furthermore, when the connector current is changing as shown by line L2, ECU 150 predicts in S32 of FIG. 9 that the future connector current will change as shown by line L2a. The rate of increase of the connector current shown by line L2 is slower than the rate of increase of the connector current shown by line L1. Next, in S33 of FIG. 9, ECU 150 predicts time t2 at which the connector current will reach Th1. Then, when the time from the present time to time t2 is shorter than TA (YES in S33), connector lock (S34) is executed. That is, connector lock is executed at a timing TA back from time t2. The connector current at a timing TA back from time t2 is greater than the connector current at a timing TA back from time t1. According to the connector lock control of this embodiment, connector locking is easily executed at an appropriate timing according to the rate of increase of the connector current.

[0094] In this embodiment, TA is defined as the time required for the lock drive device 133 to switch the discharging connector 200 from the unlocked state to the locked state plus a predetermined margin of time. In other words, TA is longer than the time required for the lock drive device 133 to complete connector locking after starting connector locking. Such TA (predetermined time) makes it easier to lock the discharging connector 200 before the connector current becomes larger than Th1 (threshold value). However, TA is not limited to this and can be set arbitrarily.

[0095] 9, once the process of S34 is executed, the process returns to S31. If the discharging connector 200 is in the locked state (YES in S31), the ECU 150 determines in S35 whether the connector current is smaller than the second threshold value (Th2). If the connector current is equal to or greater than Th2 (NO in S35), the process returns to S31. On the other hand, if the connector current is smaller than the second threshold value (Th2) (YES in S35), the ECU 150 executes connector unlock for the discharging connector 200 in S36. Thereafter, the process proceeds to S37. Also, if it is determined that the connector current will not reach Th1 within the period from the present time until TA has elapsed when the discharging connector 200 is in the unlocked state (NO in S33), the process also proceeds to S37.

[0096] In S37, ECU 150 determines whether or not discharging connector 200 has been removed from port 132. If discharging connector 200 is connected to port 132 (NO in S37), the process returns to S31. Then, if discharging connector 200 is removed from port 132 (YES in S37), the process flow shown in FIG. 9 ends.

[0097] As described above, the connector lock control method according to the third embodiment includes the processes shown in FIG. 9 . Specifically, when a discharge start condition is met with the discharge connector 200 connected to the port 132 of the vehicle 100, a voltage is applied to the outlet of the discharge connector 200. When the power load 500 is connected to the outlet of the discharge connector 200, power transfer is performed between the port 132 and the discharge connector 200. When power transfer is being performed, in S31 of FIG. 9 , it is determined whether the connector connected to the port 132 is in an unlocked state. Also, when power transfer is being performed, in S32 of FIG. 9 , a change in current flowing through the unlocked connector connected to the port 132 is predicted. Also, in S33 of FIG. 9 , it is determined based on the result of the prediction in S32 whether the current flowing through the connector will reach a threshold value within a predetermined time period from the present time. If it is determined that the current flowing through the connector will reach the threshold value within the period, the connector is switched to a locked state in S34 of FIG. 9 . According to this connector lock control method, it is possible to more reliably prevent a large current from flowing through an unlocked connector connected to the port 132 of the vehicle 100 during power transmission performed by the vehicle 100.

[0098] Furthermore, the control device (ECU 150) according to the third embodiment controls lock drive device 133 (connector device) based on the connector current. Specifically, ECU 150 is configured to predict a change in the current flowing through an unlocked connector connected to port 132, and to control lock drive device 133 based on the prediction result so that the connector is locked before the current flowing through the connector exceeds a threshold value (S31 to S34). With this configuration, the connector can be locked before the current flowing through the unlocked connector connected to port 132 exceeds a threshold value.

[0099] [Embodiment 4] The following describes the fourth embodiment, focusing on the differences from the first embodiment. In this embodiment, the ECU 150 executes the processing flow shown in Fig. 11 instead of the processing flow shown in Fig. 5. Fig. 11 is a flowchart showing connector lock control according to the fourth embodiment.

[0100] 11 together with FIG. 1, in S41, ECU 150 determines whether all doors 141 of vehicle 100 are in a locked state. If all doors 141 of vehicle 100 are in a locked state (YES in S41), ECU 150 determines whether discharging connector 200 connected to port 132 is in an unlocked state in S42. If discharging connector 200 is in an unlocked state (YES in S42), ECU 150 executes connector lock for discharging connector 200 in S43. Thereafter, the process returns to S41. Also, if discharging connector 200 is in a locked state (NO in S42), the process returns to S41.

[0101] If any of the doors 141 of the vehicle 100 is unlocked (NO in S41), the ECU 150 determines in S44 whether the discharge connector 200 connected to the port 132 is unlocked. If the discharge connector 200 is unlocked (YES in S44), the process proceeds to S45. If the discharge connector 200 is locked (NO in S44), the process proceeds to S46.

[0102] In S45, ECU 150 determines whether the connector current is equal to or greater than a first threshold value (Th1). If the connector current is equal to or greater than Th1 (YES in S45), ECU 150 executes connector lock in S43. Thereafter, the process returns to S41.

[0103] In S46, ECU 150 determines whether the connector current is smaller than a second threshold value (Th2). If the connector current is equal to or greater than Th2 (NO in S46), the process returns to S41. On the other hand, if the connector current is smaller than Th2 (YES in S46), ECU 150 executes connector unlock for discharge connector 200 in S47. Thereafter, the process proceeds to S48. Also, if the connector current is less than Th1 when door 141 and discharge connector 200 are in the unlocked state (NO in S45), the process proceeds to S48.

[0104] In S48, ECU 150 determines whether or not discharging connector 200 has been removed from port 132. If discharging connector 200 is connected to port 132 (NO in S48), the process returns to S41. Then, if discharging connector 200 is removed from port 132 (YES in S48), the process flow shown in FIG. 11 ends.

[0105] As described above, the connector lock control method according to the fourth embodiment includes the processes shown in FIG. 11. Furthermore, the first locking device (lock driving device 133 and ECU 150) according to the fourth embodiment is configured to switch the connector connected to port 132 to an unlocked state when a predetermined unlocking condition is met. The unlocking conditions include that the connector connected to port 132 is in a locked state (first requirement), that the current flowing through the connector is smaller than a second threshold (second requirement), and that the door 141 (door for getting in and out) of the vehicle 100 is in an unlocked state (third requirement). That is, the unlocking condition is met when all of the first to third requirements are met, and is not met when any of the requirements is not met. Whether the first requirement, the second requirement, and the third requirement are met is determined in S44, S46, and S41 of FIG. 11, respectively. When the unlocking condition is met (NO in both S41 and S44 and YES in S46), connector unlocking (S47) is executed. In this configuration, the first locking device does not unlock the discharging connector 200 unless the door 141 is unlocked. When the door 141 of the vehicle 100 is unlocked, there is a high possibility that the owner of the vehicle 100 is near the vehicle 100. Therefore, the above configuration prevents the discharging connector 200 from being unlocked against the will of the owner of the vehicle 100. This makes it more difficult for the discharging connector 200 to be stolen.

[0106] [Embodiment 5] The following describes the fifth embodiment, focusing on the differences from the first embodiment. In this embodiment, the ECU 150 executes the processing flow shown in Fig. 12 instead of the processing flow shown in Fig. 5. Fig. 12 is a flowchart showing connector lock control according to the fifth embodiment.

[0107] 12 together with FIG. 1, in S51, ECU 150 determines whether or not discharging connector 200 connected to port 132 is in a locked state. If discharging connector 200 is in an unlocked state (NO in S51), ECU 150 determines whether or not the connector current is equal to or greater than a first threshold value (Th1) in S52. If the connector current is equal to or greater than Th1 (YES in S52), ECU 150 executes connector locking for discharging connector 200 in S53. Thereafter, the process returns to S51.

[0108] If the discharging connector 200 is in a locked state (YES in S51), the ECU 150 determines in S54 whether the connector current is smaller than a second threshold value (Th2). If the connector current is equal to or greater than Th2 (NO in S54), the process returns to S51. On the other hand, if the connector current is smaller than Th2 (YES in S54), the ECU 150 determines in S55 whether the number of times the discharging connector 200 has switched between the locked state and the unlocked state is equal to or less than a predetermined third threshold value (hereinafter referred to as "Th3"). In this embodiment, the number of times the discharging connector 200 has switched between the locked state and the unlocked state is used as the number of times the discharging connector 200 has switched from the locked state to the unlocked state. Th3 can be set to any number of times equal to or greater than one. Th3 may be about five times. If the connector unlock (S56), which will be described later, has not been executed, the number of times the discharging connector 200 has unlocked is 0, and therefore, initially, a determination of YES is made in S55.

[0109] If the unlock count is less than or equal to Th3 (YES in S55), ECU 150 executes connector unlock for discharging connector 200 in S56. Subsequently, ECU 150 increments the unlock count stored in storage device 152 in S57 (increases the unlock count by one). Thereafter, the process proceeds to S58. Also, if the connector current is less than Th1 when discharging connector 200 is in the unlocked state (NO in S52), the process proceeds to S58.

[0110] In S58, ECU 150 determines whether or not discharging connector 200 has been removed from port 132. If discharging connector 200 is connected to port 132 (NO in S58), the process returns to S51. With discharging connector 200 connected to port 132, if the number of times discharging connector 200 switches between the locked state and the unlocked state increases and the unlocked count becomes greater than Th3 (NO in S55), the process proceeds to S591. In S591, ECU 150 determines whether or not a predetermined time has elapsed since the unlocked count reached Th3. While the predetermined time has not elapsed since the unlocked count reached Th3 (NO in S591), the process skips S56 and S57 and proceeds to S58. As a result, connector unlocking is prohibited and discharging connector 200 is maintained in the locked state. Then, when a predetermined time has elapsed since the unlock count reached Th3 (YES in S591), ECU 150 resets the unlock count stored in storage device 152 in S592. This returns the unlock count to the initial value (0 times) and the prohibition on connector unlocking is lifted. Then, when discharge connector 200 is removed from port 132 (YES in S58), the processing flow shown in FIG. 12 ends.

[0111] As described above, the connector lock control method according to the fifth embodiment includes the processes shown in FIG. 12 . The first locking device (lock driving device 133 and ECU 150) according to the fifth embodiment is configured to switch the connector connected to port 132 to an unlocked state when a predetermined unlocking condition is met. The unlocking conditions include the connector connected to port 132 being in a locked state (first requirement), the current flowing through the connector being smaller than a second threshold (second requirement), and the number of times the connector has switched between the locked state and the unlocked state being less than a predetermined number (fourth requirement). That is, the unlocking condition is met when all of the first requirement, the second requirement, and the fourth requirement are met, and the unlocking condition is not met when any of the requirements is not met. Whether the first requirement, the second requirement, and the fourth requirement are met is determined in S51, S54, and S55 of FIG. 12 , respectively. When the unlocking condition is met (YES in all of S51, S54, and S55), connector unlocking (S56) is executed. In this configuration, if the number of times the connector switches between the locked and unlocked states exceeds a predetermined number, the first locking device will no longer unlock the connector. This prevents frequent lock / unlock switching, thereby preventing deterioration of the first locking device (particularly deterioration of the components of lock drive device 133).

[0112] The number of switching times in the fourth requirement is not limited to the number of unlocking times. For example, the number of locking times (the number of switching times from the unlocked state to the locked state) may be used instead of the number of unlocking times. Alternatively, the sum of the number of locking times and the number of unlocking times may be used.

[0113] [Embodiment 6] The following describes the sixth embodiment, focusing on differences from the first embodiment. A vehicle 100A according to this embodiment has a configuration shown in FIG. 13, rather than the configuration shown in FIG. 1. FIG. 13 is a diagram illustrating a vehicle 100A according to the sixth embodiment. The vehicle 100A further includes an antenna 310 and a communication device 190. The antenna 310 is located near the port 132, and when the electronic key 320 is present within a range set around the port 132 (hereinafter referred to as the "verification range"), the antenna 310 confirms the presence of the electronic key 320 through a verification process. When the electronic key 320 is confirmed within the verification range, the antenna 310 notifies the ECU 150 that the electronic key 320 is present within the verification range. The communication device 190 is configured to be capable of wireless communication with a mobile terminal 400. The ECU 150 communicates wirelessly with the mobile terminal 400 via the communication device 190. The mobile terminal 400 is, for example, a smartphone equipped with a touch panel display. However, the present invention is not limited to this, and a laptop, a portable game console, a wearable device, or the like can also be used as the mobile terminal 400. The electronic key 320 and the mobile terminal 400 are carried by the owner U of the vehicle 100A.

[0114] ECU 150 executes a process flow shown in Fig. 14 instead of the process flow shown in Fig. 5. Fig. 14 is a flowchart showing connector lock control according to embodiment 6. The process flow shown in Fig. 14 is the same as the process flow shown in Fig. 5, except that S14 (Fig. 5) is changed to S14A.

[0115] 14 together with FIG. 13, in S14A, ECU 150 determines whether or not a connector unlock operation has been performed by owner U of vehicle 100A. The connector unlock operation recognized in S14A is an operation performed by owner U of vehicle 100A to set discharge connector 200 to an unlocked state. An operation by a third party other than owner U of vehicle 100A will not be recognized as a connector unlock operation in S14A.

[0116] More specifically, the HMI 170 installed in the vehicle cabin and the mobile terminal 400 carried by the owner U are each operated only by the owner U. For this reason, when the ECU 150 receives a notification from the HMI 170 or the mobile terminal 400 that a connector unlock operation has been performed, the ECU 150 determines that the connector unlock operation has been performed by the owner U. Furthermore, when a connector unlock operation is performed on the operation unit 134 while the electronic key 320 is present within the verification range, the ECU 150 also determines that a connector unlock operation has been performed by the owner U. On the other hand, an operation on the operation unit 134 when the electronic key 320 is not present within the verification range will not be recognized as a connector unlock operation in S14A.

[0117] If it is determined that the owner U of vehicle 100A has performed a connector unlock operation (YES in S14A), the process proceeds to S15, and connector unlock (S17) is executed for discharge connector 200. On the other hand, if it is determined that the owner U of vehicle 100A has not performed a connector unlock operation (NO in S14A), the process returns to S11. In this case, connector unlock is not executed.

[0118] As described above, in the connector lock control according to the sixth embodiment, an operation by a third party other than the owner U of the vehicle 100A is not recognized as an unlocking operation. This prevents the connector from being unlocked against the will of the owner U of the vehicle 100A. In addition, the discharging connector 200 is less likely to be stolen.

[0119] [Embodiment 7] The seventh embodiment will be described below, focusing on the differences from the sixth embodiment. In this embodiment, ECU 150 (FIG. 13) of vehicle 100A executes the processing flow shown in FIG. 15 instead of the processing flow shown in FIG. 14. FIG. 15 is a flowchart showing connector lock control according to the seventh embodiment. The processing flow shown in FIG. 15 is the same as the processing flow shown in FIG. 12, except that S57, S591, and S592 are omitted and S55A is used instead of S55 (FIG. 5).

[0120] 15 together with FIG. 13, in S55A, the ECU 150 determines whether the terminal of the owner U of the vehicle 100A has been detected. The terminal of the owner U of the vehicle 100A is, for example, the electronic key 320. The antenna 310 functions as a detection device that detects the terminal of the owner U of the vehicle 100A. If the electronic key 320 is detected within the verification range by the antenna 310 (YES in S55A), the process proceeds to S56. On the other hand, if the electronic key 320 is not detected within the verification range (NO in S55A), the process proceeds to S58.

[0121] As described above, the connector lock control method according to the seventh embodiment includes the processes shown in FIG. 15 . Furthermore, the first locking device (lock driving device 133 and ECU 150) according to the seventh embodiment is configured to switch the connector connected to port 132 to an unlocked state when a predetermined unlocking condition is met. The unlocking conditions include that the connector connected to port 132 is in a locked state (first requirement), that the current flowing through the connector is smaller than a second threshold (second requirement), and that the detection device detects the terminal of the owner U of vehicle 100A (fifth requirement). That is, the unlocking condition is met when all of the first requirement, second requirement, and fifth requirement are met, and the unlocking condition is not met when any of the requirements is not met. Whether the first requirement, second requirement, and fifth requirement are met is determined in S51, S54, and S55A of FIG. 15 , respectively. When the unlocking condition is met (YES in all of S51, S54, and S55A), connector unlock (S56) is executed. In this configuration, the first locking device does not unlock the connector unless the terminal of the owner U of the vehicle 100A is detected. When the terminal of the owner U of the vehicle 100A is detected, there is a high possibility that the owner U is near the vehicle 100A. Therefore, the above configuration prevents the connector from being unlocked against the will of the owner U of the vehicle 100A. This makes it more difficult for the discharging connector 200 to be stolen.

[0122] The terminal of the owner U of the vehicle 100A is not limited to the electronic key 320 (remote key). For example, the mobile terminal 400 may be registered in the ECU 150 as the terminal of the owner U of the vehicle 100A. When the mobile terminal 400 is present in the vicinity of the vehicle 100A, a determination of YES may be made in S55A. The ECU 150 and the communication device 190 may function as a detection device.

[0123] [Other embodiments] In the above-described embodiments, the first power transmission in which the vehicle transmits power discharged from the power storage device to the electrical equipment has been exemplified. However, the type of power transmission is not limited to the first power transmission (external power feeding), and the control according to the above-described embodiments may be applied to a second power transmission (external charging) in which the electrical equipment transmits power to the vehicle for charging the power storage device, or a third power transmission (Bidirectional Power Transfer: BPT) in which power is exchanged bidirectionally between the vehicle and the electrical equipment.

[0124] Fig. 16 is a diagram showing a first example of a system in which second power transmission (external charging) is performed. In the system shown in Fig. 16, EVSE 600A performs external charging of power storage device 110 while connected (plugged in) to vehicle 100 (Fig. 1). "EVSE" stands for Electric Vehicle Supply Equipment.

[0125] The EVSE 600A incorporates a control device 610A, a power supply circuit 631, and a detector 632, and includes a charging cable 620. The charging cable 620 has a connector 620a (charging connector) at its tip and includes a communication line and a power line inside. The port 132 is configured so that the connector 620a can be attached and detached. The port 132 is in a plugged-in state when the connector 620a is connected to the port 132. The power supply circuit 631 converts power received from the power grid PG into power suitable for supplying power to the vehicle and outputs the converted power to the charging cable 620. The detector 632 includes various sensors that detect power supply parameters (current, voltage, etc.) and outputs the detection results to the control device 610A. The EVSE 600A outputs AC power to the vehicle 100. The control device 610A is configured to be able to communicate with each of the ECU 150 and the EMS 500. "EMS" stands for Energy Management System.

[0126] The EVSE 600A and the vehicle 100 may operate in a dynamic control mode. In the dynamic control mode, charging control is performed under the initiative of the EVSE 600A. Power transmission control (charging control) may be left to the EVSE 600A. In the dynamic control mode, the ECU 150 controls the charger / discharger 120 (for example, the charging relay RL1 and the charger 121 shown in FIG. 2 ) according to instructions from the control device 610A. The control device 610A may cause the vehicle 100 to perform energy management requested by the EMS 500.

[0127] 16 may repeatedly execute any of the processing flows shown in Figures 5, 7, 9, 11, 12, 14, and 15 during the period from when connector 620a of EVSE 600A is connected to port 132 until connector 620a is removed from port 132. In external charging, the charging current detected by, for example, monitoring unit 121a (Figure 2) corresponds to the connector current.

[0128] FIG. 17 is a diagram illustrating a second example of a system in which second power transmission (external charging) is performed. In the system illustrated in FIG. 17, a charger is mounted on an EVSE instead of a vehicle. Vehicle 100B illustrated in FIG. 17 has a configuration in which charger / discharger 120 is omitted from vehicle 100 illustrated in FIG. 1. EVSE 600B incorporates control device 610B, charger 641, and detector 642, and is equipped with a charging cable 620. Charger 641 includes a power conversion circuit (e.g., an inverter). Detector 642 includes various sensors that detect the state of charger 641 (voltage, current, temperature, etc.) and outputs the detection results to control device 610B. Charger 641 converts AC power supplied from power grid PG into DC power in response to a command from control device 610B, and outputs the DC power to connector 620a. EVSE 600B outputs the DC power.

[0129] The EVSE 600B performs external charging of the power storage device 110 while connected to the vehicle 100B (plugged-in state). The plugged-in state is achieved by connecting a connector 620a of the EVSE 600B to a port 132 of the vehicle 100B. During external charging, DC power output from the EVSE 600B to the vehicle 100B is input to the port 132 and charges the power storage device 110. The control device 610B controls the charger 641 in response to a request from the EMS 500. The control device 610B uses the power storage device 110 to perform energy management requested by the EMS 500.

[0130] The ECU 150 of the vehicle 100B shown in Figure 17 may repeatedly execute the processing flow shown in any of Figures 5, 7, 9, 11, 12, 14, and 15 during the period from when the connector 620a of the EVSE 600B is connected to the port 132 to when the connector 620a is removed from the port 132.

[0131] Each of the vehicles 100, 100A, and 100B shown in Figures 1, 13, and 17 is merely an example of a mobile object that transmits power. For example, the vehicle may be configured to support both AC charging and DC charging. The above-described controls can also be applied to vehicles other than automobiles (railroad vehicles, ships, airplanes, amphibious aircraft, electric bicycles, electric wheelchairs, etc.), mobile machines (agricultural machinery, construction machinery, etc.), and unmanned mobile objects (automated guided vehicles, walking robots, security robots, flying drones, underwater drones, robot cleaners, space probes, etc.). The control device that controls the connector device of the mobile object may be installed not in the mobile object, but in a device external to the mobile object (e.g., a server) or a mobile terminal.

[0132] 16 and 17 are merely examples of electrical equipment. Any electrical equipment (accessories, devices, power outlets, appliances, etc.) that transmits power to and communicates with a mobile object as needed can be used.

[0133] 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 description of the above embodiments, and is intended to include all modifications within the meaning and scope of the claims. [Explanation of symbols]

[0134] 100, 100A, 100B vehicle, 110 power storage device, 130 connection device, 131 lid, 132 port, 133 lock drive device, 134 operation unit, 141 door, 142 lock drive device, 150 ECU, 200 discharge connector, 210 first end, 220 second end, 310 antenna, 320 electronic key, 400 mobile terminal, 500 power load.

Claims

1. A port with a detachable connector for power transmission, a first locking device that switches the connector connected to the port between a locked state and an unlocked state; The first locking device is configured to switch the connector connected to the port to a locked state when the connector is in an unlocked state and a current flowing through the connector is greater than a first threshold.

2. The first locking device is When an unlocking operation is performed in a state where a current flowing through the connector connected to the port in a locked state is smaller than a second threshold value, the connector is switched to an unlocked state; 2. The vehicle according to claim 1, wherein, when the unlocking operation is performed while a current flowing through the connector connected to the port in a locked state is greater than the second threshold, the current flowing through the connector is reduced to less than the second threshold, and then the connector is switched to the unlocked state.

3. The mobile body according to claim 2 , wherein the unlocking operation is an operation performed by an owner of the mobile body to set the connector in an unlocked state.

4. the first locking device is configured to switch the connector to an unlocked state when an unlocking condition is met; 2. The mobile body according to claim 1, wherein the unlocking conditions include that the connector connected to the port is in a locked state and that a current flowing through the connector is smaller than a second threshold value.

5. the moving body is a vehicle including a door for getting on and off and a second locking device that switches the door between a locked state and an unlocked state, The vehicle according to claim 4 , wherein the unlocking condition further includes the door being in an unlocked state.

6. the mobile body further includes a detection device that detects a terminal of an owner of the mobile body; The mobile body according to claim 4 , wherein the unlocking condition further includes that the terminal is detected by the detection device.

7. 5. The moving body according to claim 4, wherein the unlocking condition further includes a condition that the number of times the connector switches between the locked state and the unlocked state is less than a predetermined number.

8. 2. The vehicle of claim 1, wherein the first locking device is configured to switch the connector connected to the port to an unlocked state when the connector is in a locked state and a current flowing through the connector is less than a second threshold value.

9. the moving body is a vehicle equipped with a power storage device, the connector is a discharge connector having a socket; the power transmission includes a V2L (Vehicle to Load) that supplies the power stored in the power storage device from the discharge connector connected to the port to an electric load connected to the outlet, A mobile body according to any one of claims 1 to 8, wherein in the V2L, the current flowing through the discharge connector connected to the port varies depending on the state of the power load connected to the outlet.

10. A control device for controlling a connector device for switching between a locked state and an unlocked state of a connector for power transmission connected to a port of a mobile body, a control device that controls the connector device to switch the connector to a locked state when the connector connected to the port is in an unlocked state and the current flowing through the connector is greater than a threshold value;

11. A control device for controlling a connector device for switching between a locked state and an unlocked state of a connector for power transmission connected to a port of a mobile body, A control device that predicts changes in the current flowing through the connector in an unlocked state connected to the port, and controls the connector device based on the prediction result so that the connector is locked before the current flowing through the connector becomes greater than a threshold value.

12. 12. The control device according to claim 11, further comprising: a control unit configured to predict, based on the prediction result, a time until a current flowing through the connector in an unlocked state connected to the port reaches the threshold; and, if the predicted time is shorter than a predetermined time, control the connector device to switch the connector to a locked state.

13. the control device predicts a time until the current flowing through the connector in an unlocked state connected to the port reaches the threshold value using a current value flowing through the connector and a predicted rate of increase of the current; The control device of claim 12 , wherein the predetermined time is longer than the time required for the connector device to switch the connector from an unlocked state to a locked state.

14. determining whether the connector connected to the port of the mobile object is in an unlocked state when power transmission is being performed between the port of the mobile object and the connector connected to the port; determining whether or not a current flowing through the connector connected to the port is equal to or greater than a threshold value when the power transfer is being performed; switching the connector connected to the port to a locked state when the connector is in an unlocked state and the current flowing through the connector is equal to or greater than the threshold; A connector lock control method comprising:

15. determining whether the connector connected to the port of the mobile object is in an unlocked state when power transmission is being performed between the port of the mobile object and the connector connected to the port; predicting a change in current through the unlocked connector connected to the port when the power transfer is being performed; Based on the result of the prediction, determining whether or not the current flowing through the connector will reach a threshold value within a period from the present time until a predetermined time has elapsed; switching the connector to a locked state when it is determined that the current through the connector reaches the threshold within the period of time; A connector lock control method comprising:

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