Control device for locking mechanism

Abstract

To unlock a locking mechanism even when identification of the type of a charging connector is incomplete.SOLUTION: An ECU is a control device of a locking mechanism that fixes a charging connector of power supply equipment to the inlet of a vehicle. The ECU includes a CPU and an interface that receives a signal from a detection unit that outputs a signal indicating whether the charging connector is connected to the inlet and whether the charging connector is for DC or AC. The CPU uses the signal received by the interface to determine whether the charging connector connected to the inlet is for AC / DC (S112), and after it is determined whether the charging connector is for AC / DC, the CPU unlocks a lock device according to different conditions depending on whether the charging connector is determined to be for AC or DC (S116-8). On the other hand, before it is determined whether the charging connector is for AC / DC, the lock device is unlocked according to the condition for AC (S113, 4).SELECTED DRAWING: Figure 3

Description

Technical Field

[0001] This disclosure relates to a control device for a locking device, and particularly to a control device for a locking device that fixes a charging connector of a power supply device to a vehicle inlet.

Background Art

[0002] Conventionally, there has been a technique for appropriately controlling a locking mechanism according to the type of a charging connector attached to a vehicle inlet (see, for example, Patent Document 1). In this technique, an ECU acquires a pilot signal CPLT and a connector connection signal PISW, and determines the type of the charging connector when the charging connector is attached. When there is a function corresponding to the type of the attached charging connector, the ECU controls the charging connector to a locked state and executes control corresponding to the attached charging connector. When there is no function corresponding to the type of the attached charging connector, the ECU maintains the unlocked state of the charging connector.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] FIG. 5 is a timing chart regarding conventional connector connection. Referring to FIG. 5, in the technique of Patent Document 1, when a charging connector is connected, it is controlled to a locked state, and then the type of the charging connector is discriminated by a pilot signal CPLT. In the case of AC charging, when an unlocking operation is performed, the charging connector is controlled to an unlocked state, and in the case of DC charging, even when an unlocking operation is performed, the charging connector is not controlled to an unlocked state. However, until the discrimination of the type of the charging connector is completed, there is a possibility that it cannot be set to an unlocked state regardless of whether it is AC charging or not.

[0005] This disclosure was made to solve the aforementioned problems, and its purpose is to provide a control device for a locking device that can unlock the locking device of a charging connector even if the type of charging connector has not been determined. [Means for solving the problem]

[0006] The control device for a locking device described herein is a control device for a locking device that secures the charging connector of a power supply device to the inlet of a vehicle. The control device comprises a processor and a receiving unit that receives signals from a detection unit that outputs signals indicating whether the charging connector is connected to the inlet and whether the charging connector is for DC or AC. The processor uses the signals received by the receiving unit to determine whether the charging connector connected to the inlet is for AC or DC. After it is determined whether the charging connector is for AC or DC, the processor unlocks the locking device according to different conditions depending on whether it is determined to be for AC or DC. Before it is determined whether the charging connector is for AC or DC, the processor unlocks the locking device according to the conditions for AC.

[0007] With this configuration, it is possible to provide a control device for a locking device that can unlock the locking device of a charging connector even if the type of charging connector has not been determined.

[0008] The processor may, when it determines that the charging connector is for DC power, set the locking device to the locked state if the charging connector is in the unlocked state.

[0009] Conventional DC charging connectors are locked when connection confirmation is performed. This locked state is maintained until charging begins. However, with the configuration described above, even DC charging connectors may be unlocked after connection confirmation. With this configuration, the charging connector is locked again when it is determined to be for DC. As a result, charging can be started only after the charging connector is locked.

[0010] The processor may, when it is determined that the charging connector is for AC power, set the locking device to the locked state in response to an operation to set the locking device to the locked state.

[0011] With this configuration, if the charging connector is for AC power, the locking device can be locked in response to the operation to lock it. [Effects of the Invention]

[0012] According to this disclosure, it is possible to provide a control device for a locking device that can unlock the locking device of a charging connector even if the type of charging connector has not been determined. [Brief explanation of the drawing]

[0013] [Figure 1] This is a diagram showing an example of a vehicle configuration. [Figure 2] This figure shows an example of a circuit configuration between power supply equipment and a vehicle. [Figure 3] This is a flowchart showing the flow of the release condition distribution process. [Figure 4] This is a timing chart for connector connections in the case of HLC communication. [Figure 5] This is a timing chart for conventional connector connections. [Modes for carrying out the invention]

[0014] The embodiments of this disclosure will be described in detail below with reference to the drawings. In the drawings, the same or corresponding parts are denoted by the same reference numerals, and their descriptions will not be repeated.

[0015] The configuration of the electric vehicle (hereinafter referred to as "vehicle") 200 according to this embodiment will be described below. Figure 1 is a diagram showing an example of the configuration of the vehicle 200. The vehicle 200 includes, for example, electric vehicles that can exchange power with external electrical equipment such as plug-in hybrid vehicles and electric vehicles. In Figure 1, for example, it is assumed that the vehicle 200 is parked in a parking space where the power supply equipment 10 is installed.

[0016] As shown in Figure 1, the vehicle 200 includes an ECU (Electronic Control Unit) 100, an inlet 202, a power converter 204, a locking mechanism 206, a battery 214, an inverter 216, and a motor generator (MG) 218.

[0017] The motor generator 218 is, for example, a three-phase AC rotating electric machine that has both the function of an electric motor and the function of a generator. That is, the motor generator 218 exchanges power with the inverter 216.

[0018] For example, when driving the vehicle 200, the motor generator 218 uses power supplied from the inverter 216 to impart rotational force to the drive wheels 222. The drive wheels 222 rotate due to the rotational force provided by the motor generator 218, causing the vehicle 200 to move. Note that the number of motor generators 218 is not limited to one, and a configuration with multiple motor generators may be provided.

[0019] The inverter 216 converts electric power bidirectionally between the motor generator 218 and the battery 214 according to the control signal from the ECU 100. For example, when driving the motor generator 218, the inverter 216 converts the DC power of the battery 214 into AC power and supplies it to the motor generator 218. Also, for example, when the motor generator 218 is generating electricity, the inverter 216 converts the AC power (regenerative power) generated in the motor generator 218 into DC power and supplies it to the battery 214. Note that a converter for adjusting the voltage of the inverter 216 and the voltage of the battery 214 may be provided between the inverter 216 and the battery 214.

[0020] The battery 214 is, for example, a power storage element configured to be rechargeable, and typically, a secondary battery such as a nickel-metal hydride battery or a lithium-ion battery having a solid or liquid electrolyte is applied. Alternatively, the battery 214 may be any power storage device capable of storing power. For example, a large-capacity capacitor may be used instead of the battery 214.

[0021] External charging is performed on the battery 214 using the power supplied from the power supply facility 10. The external charging includes AC charging using the DC power obtained by converting the AC power supplied from an external facility (power supply facility 10) to the inlet 202 in the power conversion device 204, and DC charging using the DC power supplied from the power supply facility 10 to the inlet 202 without passing through the power conversion device 204.

[0022] The inlet 202 is provided on the exterior portion of the vehicle 200 together with a cover (not shown) such as a lid, and is configured to be able to attach various connectors described later. The inlet 202 can receive the supply of power used for charging the battery 214 from an external facility.

[0023] The inlet 202 has a shape that allows it to be attached to either the charging connector 17 used for AC charging or the charging connector 18 used for DC charging. The inlet 202 is provided with AC connection sections 202a, 202b, DC connection sections 202f, 202g, and communication sections 202c to 202e.

[0024] When the AC charging connector 17 of the power supply equipment 10 is attached to the inlet 202, the AC connection part (see Figure 2) of the AC charging connector 17 is electrically connected to the AC connection parts 202a and 202b of the inlet 202, and the communication part (see Figure 2) of the AC charging connector 17 is connected to the communication parts 202c to 202e of the inlet 202.

[0025] When a DC charging connector 18 of the power supply equipment 10 is attached to the inlet 202, the AC connection part (not shown) of the DC charging connector 18 is electrically connected to the AC connection parts 202a and 202b of the inlet 202, and the communication part (not shown) of the DC charging connector 18 is connected to the communication parts 202c to 202e of the inlet 202.

[0026] The power converter 204 performs power conversion between the battery 214 and the inlet 202 in response to a control signal from the ECU 100. For example, when AC charging is performed on the battery 214 with the AC charging connector 17 attached to the inlet 202, the power converter 204 converts the alternating current power supplied from the AC charging connector 17 into direct current power and uses the converted direct current power to charge the battery 214.

[0027] The locking mechanism 206 restricts the removal of the connector attached to the inlet 202, fixing it in place (locked state), or releases the restriction on the removal of the connector, allowing the connector to be removed from the inlet 202 (unlocked state). The locking mechanism 206 is provided with an actuator that, for example, moves a component to a position that restricts the movement of the connector attached to the inlet 202, thereby creating a locked state, or moves the component to a position that allows the movement of the connector attached to the inlet 202, thereby creating an unlocked state. In other words, the locking mechanism 206 switches between one state, the locked state or the unlocked state, and the other state in response to a control signal from the ECU 100.

[0028] The ECU 100 incorporates a CPU (Central Processing Unit) 101, memory (including, for example, ROM (Read Only Memory), RAM (Random Access Memory), etc.) 102, and an interface 103. Based on information such as maps and programs stored in memory 102 and information from various sensors received by interface 103, the ECU 100 outputs signals from interface 103 to control various devices (for example, a power converter 204, a locking mechanism 206, or an inverter 216) so that the vehicle 200 reaches a desired state. It should be noted that the various controls performed by the ECU 100 are not limited to software processing; it is also possible to construct and process them using dedicated hardware (electronic circuits).

[0029] Furthermore, when connectors (AC charging connector 17, DC charging connector 18) are attached to the inlet 202, the ECU 100 performs communication processing to receive predetermined information from the equipment on the connector side (power supply equipment 10) via interface 103. The predetermined information includes, for example, information regarding the power that can be exchanged between the power supply equipment 10 and the battery 214 (such as the connector connection signal PISW, which will be described later).

[0030] For example, if an AC charging connector 17 is attached to the inlet 202, the ECU 100 connects the communication unit of the AC charging connector 17 to the communication units 202c, 202d, and 202e of the inlet 202 and receives predetermined information from the power supply equipment 10 (more specifically the AC charging connector 17) via interface 103, including information indicating that the power exchanged between the attached AC charging connector 17 and the inlet 202 is alternating current power, and information indicating that the power exchanged between the AC charging connector 17 and the inlet 202 is charging power to charge the battery 214.

[0031] Alternatively, if, for example, a DC charging connector 18 is attached to the inlet 202, the ECU 100 connects the communication unit of the DC charging connector 18 to the communication units 202c, 202d, and 202f of the inlet 202, and receives predetermined information from the power supply equipment 10 (more specifically the DC charging connector 18) via interface 103, including information indicating that the power exchanged between the DC charging connector 18 attached to the power supply equipment 10 and the inlet 202 is DC power, and information indicating that the power exchanged between the DC charging connector 18 and the inlet 202 is charging power.

[0032] When the AC charging connector 17 of the power supply equipment 10 is attached to the inlet 202 of the vehicle 200, the power supply equipment 10 supplies AC power to the inlet 202. The AC power supplied to the inlet 202 is converted to DC power by the power converter 204. The converted DC power is supplied to the battery 214, and the battery 214 is charged.

[0033] When the DC charging connector 18 of the power supply equipment 10 is attached to the inlet 202 of the vehicle 200, the power supply equipment 10 supplies DC power to the inlet 202. The DC power supplied to the inlet 202 is supplied to the battery 214 without passing through the power converter 204, and the battery 214 is charged.

[0034] The following describes the circuit configuration between the power supply equipment 10 and the vehicle 200, using Figure 2 as an example, where an AC charging connector 17 is attached to the inlet 202. Figure 2 is a diagram showing an example of the circuit configuration between the power supply equipment 10 and the vehicle 200.

[0035] The power supply equipment 10 includes power supply relays K1 and K2, a power supply control device 10a, and an oscillation circuit 10b. When power supply relays K1 and K2 are open, the power supply path is interrupted. When power supply relays K1 and K2 are closed, power can be supplied from the AC power source of the power supply equipment 10 to the vehicle 200 via the AC charging connector 17 and inlet 202.

[0036] The oscillator circuit 10b outputs a pilot signal CPLT to the ECU 100 via the AC charging connector 17 and inlet 202. The pilot signal CPLT is manipulated in potential by the ECU 100 and used as a signal to remotely control the power supply relays K1 and K2 from the ECU 100.

[0037] The power supply control device 10a controls the power supply relays K1 and K2 based on the potential of the pilot signal CPLT. The pilot signal CPLT is also used as a signal to notify the ECU 100 of the rated current during AC charging from the oscillation circuit 10b.

[0038] The power supply control device 10a includes a CPU and memory, etc. The power supply control device 10a detects the potential of the pilot signal CPLT output by the oscillation circuit 10b and controls the operation of the oscillation circuit 10b based on the detected potential of the pilot signal CPLT.

[0039] When no connector is connected to the inlet 202, the power supply control device 10a controls the operation of the oscillator circuit 10b so that the battery is V0 (for example, +12V) and a non-oscillating pilot signal CPLT is output.

[0040] Specifically, the oscillation circuit 10b includes, for example, a switch S1 and a resistor R1. One end of resistor R1 is connected to switch S1. The other end of resistor R1 is connected to one end of signal line L1. The other end of signal line L1 is electrically connected to the communication unit 202e when the AC charging connector 17 is attached to the inlet 202. Switch S1 is configured to conduct resistor R1 to either the +12V power supply of the power supply control device 10a or the oscillator of the power supply control device 10a. When no connector is connected to the inlet 202, the power supply control device 10a controls switch S1 so that the +12V power supply and resistor R1 are conductive. Therefore, the oscillation circuit 10b outputs a non-oscillating pilot signal CPLT with a potential of +12V to signal line L1.

[0041] When a connector is connected to the inlet 202, the power supply control device 10a controls the operation of the oscillator circuit 10b so that a pilot signal CPLT that oscillates at a specified frequency and duty cycle is output.

[0042] Specifically, for example, when the AC charging connector 17 is connected, resistor R1 and resistor R3 (described later) on the vehicle 200 side become conductive, and the potential of the pilot signal CPLT drops to V1, which is lower than V0. Therefore, the power supply control device 10a controls switch S1 so that the oscillator and resistor R1 become conductive. As a result, the oscillator circuit 10b outputs the pilot signal CPLT to the signal line L1, which has a potential upper limit of V1 and oscillates at a specified frequency and duty cycle.

[0043] The duty cycle of the pilot signal CPLT is preset according to the rated current. The ECU 100 can obtain the rated current of the power supply equipment 10 using the duty cycle of the pilot signal CPLT received at interface 103 via the communication unit 202e.

[0044] When the upper limit value of the potential of the pilot signal CPLT drops to V2 (<V1), the power supply control device 10a controls the power supply relays K1 and K2 to be in the closed state. As a result, the power from the AC power supply is supplied to the inlet 202 via the AC charging connector 17. The upper limit value of the potential of the pilot signal CPLT drops to V2, for example, when the switch S2 (described later) becomes conductive.

[0045] The AC charging connector 17 includes resistors R4, RC, and a switch S3. One end of the switch S3 is connected to the ground wire L3. The other end of the switch S3 is connected to one end of the resistor RC. The resistor R4 is connected in parallel with the switch S3. The other end of the resistor RC is connected to the signal line L2. The signal line L2 is electrically connected to the communication unit 202d when the AC charging connector 17 is attached to the inlet 202.

[0046] The switch S3 is interlocked with a push button provided on the AC charging connector 17. When the push button is not pressed, the switch S3 is in the closed state. When the push button is pressed, the switch S3 is in the open state.

[0047] One end of a resistor R5 is connected to the communication unit 202d, and the other end of the resistor R5 is connected to the power supply Vsmp. The ECU 100 is configured to be able to acquire the potential between the resistor R5 and the communication unit 202d. A connection detection circuit for detecting the connection state between the AC charging connector 17 and the inlet 202 is formed by the resistors RC, R4, R5, the switch S3, and the power supply Vsmp.

[0048] When the AC charging connector 17 is attached to the inlet 202, a signal of the potential (V3) determined by the voltage of the power supply Vsmp and the resistance value of the resistor R5 is generated on the signal line L2 as the connector connection signal PISW.

[0049] When the AC charging connector 17 is attached to the inlet 202 and the push button is not operated, a signal with a potential (V4) determined by the voltage of the power supply Vsmp and resistors R5 and RC is generated on the signal line L2 as the connector connection signal PISW.

[0050] When the AC charging connector 17 is attached to the inlet 202 and the push button is operated, a signal of the voltage of the power supply Vsmp and the potential (V5) determined by resistors R4, R5, and RC is generated on the signal line L2 as the connector connection signal PISW.

[0051] Therefore, the ECU 100 can detect the connection status between the AC charging connector 17 and the inlet 202 by acquiring the potential of the connector connection signal PISW. Furthermore, the AC charging connector 17 and the DC charging connector 18 have at least different resistances RC. Therefore, the ECU 100 can acquire the type of connector connected to the inlet 202 by the potential of the connector connection signal PISW when a connector is connected to the inlet 202.

[0052] The vehicle 200 further includes a resistor circuit 110. The resistor circuit 110 is a circuit for manipulating the potential of the pilot signal CPLT generated on the signal line L1. The resistor circuit 110 includes resistors R2, R3 and a switch S2.

[0053] One end of resistor R2 is connected to the ground wire L3 via switch S2. The other end of resistor R2 is connected to the signal wire L1, which generates the pilot signal CPLT. Resistor R3 is connected between the signal wire L1 and the ground wire L3. That is, one end of resistor R3 is connected to the ground wire L3, and the other end of resistor R3 is connected to the signal wire L1. Switch S2 is turned on / off in response to a control signal from ECU100.

[0054] When the AC charging connector 17 is attached to the inlet 202 and the switch S2 is in the off state (disconnected state), the potential of the pilot signal CPLT becomes the potential V1 determined by resistors R1 and R3. When the AC charging connector 17 is attached to the inlet 202 and the switch S2 is turned on (conducted state), the potential of the pilot signal CPLT becomes the potential V2 determined by resistors R1, R2, and R3.

[0055] When an AC charging connector 17 is attached to the inlet 202, the ECU 100 switches the switch S2 on or off to change the potential of the pilot signal CPLT, thereby requesting power supply and its cessation from the power supply equipment 10.

[0056] Specifically, the ECU 100 requests power supply to the power supply equipment 10 by, for example, turning on switch S2 and changing the potential of pilot signal CPLT from V1 to V2. The ECU 100 also requests the power supply to the power supply equipment 10 to stop power supply by, for example, turning off switch S2 and changing the potential of pilot signal CPLT from V2 to V1.

[0057] When switch S2 is turned ON, the power supply control device 10a closes the power supply relays K1 and K2, and AC power is supplied from the power supply equipment 10 to the power converter 204 via the inlet 202. After the predetermined charging preparation process is completed, the ECU 100 operates the power converter 204 to convert the AC power to DC power and charge the battery 214.

[0058] Conventionally, as described above, the system controls the charging connector to a locked state when either the AC charging connector 17 or the DC charging connector 18 is connected, and then the type of charging connector is determined by the pilot signal CPLT. If it is AC charging, when the unlock operation is performed, the charging connector 17 is controlled to an unlocked state, and if it is DC charging, even if the unlock operation is performed, the charging connector 18 is not controlled to an unlocked state. However, until the type of charging connector has been determined, it may not be possible to set it to an unlocked state regardless of whether it is AC charging or not.

[0059] Therefore, the ECU 100 uses the signal received by the receiver to determine whether the charging connector connected to the inlet is for AC or DC. After it is determined whether the charging connector is for AC or DC, the lock mechanism 206 is unlocked according to different conditions depending on whether it is determined to be for AC or DC. However, before it is determined whether the charging connector is for AC or DC, the lock mechanism 206 is unlocked according to the conditions for AC.

[0060] This allows the locking mechanism 206 of the charging connector to be unlocked even if the type of charging connector has not yet been identified.

[0061] Figure 3 is a flowchart showing the flow of the release condition distribution process. Referring to Figure 3, this process is called and executed by the CPU 101 of the ECU 100 at predetermined intervals from higher-level processes.

[0062] The CPU 101 determines whether or not a charging connector is connected to the inlet 202 (step S111). If it determines that it is not connected (NO in step S111), the CPU 101 returns the process to a higher-level process. On the other hand, if it determines that a charging connector is connected (YES in step S111), the CPU 101 determines whether or not it has completed the determination of whether the charging connector is for AC or DC (step S112).

[0063] If the determination of whether it is for AC or DC has not been completed (NO in step S112), the CPU 101 determines whether communication with the power supply equipment 10 is being conducted using HLC (High Level Communication) communication (step S113). HLC communication is a communication method compliant with ISO 15118, and is a digital communication method that exchanges information bidirectionally between the vehicle 200 and the power supply equipment 10. The HLC communication signal is transmitted and received between the ECU 100 and the power supply control device 10a superimposed on the pilot signal CPLT.

[0064] In HLC communication, there are cases where determining whether it is for AC or DC power takes time due to various factors. If it is determined that HLC communication is being performed (YES in step S113), the CPU 101 sets the release condition for unlocking the lock mechanism 206 to the AC release condition, regardless of whether it is DC or AC charging (step S114). On the other hand, if it is determined that HLC communication is not being performed (NO in step S113), or after step S114, the CPU 101 returns the execution process to a higher-level process. In this case, since it is not HLC communication, the determination of whether it is for AC or DC power is completed immediately, and it is determined in step S112 of the later execution cycle that the determination of whether it is for AC or DC power has been completed.

[0065] If the determination of whether it is for AC or DC is complete (YES in step S112), the CPU 101 determines whether or not it has been determined to be AC ​​charging (step S116). If it is determined to be AC ​​charging (YES in step S116), the CPU 101 sets the release condition to the release condition for AC (step S117). On the other hand, if it is determined that it is not AC charging, i.e., DC charging (NO in step S116), the CPU 101 sets the release condition to the release condition for DC (step S118). After step S117 or step S118, the CPU 101 returns the process to be executed to a higher-level process.

[0066] Figure 4 is a timing chart for connector connection in the case of HLC communication. Referring to Figure 4, until the determination of whether it is AC or DC is completed, the charging connector is set to the unlocked state according to the AC release condition (for example, the condition that a door unlock operation has been performed), regardless of whether it is AC charging or DC charging. After the determination of whether it is AC or DC is completed, if it is AC charging, the AC charging connector 17 is set to the locked state in response to the lock operation (door lock operation in the figure) and then to the unlocked state according to the AC release condition. On the other hand, if it is DC charging, the DC charging connector 18 is set to the locked state when the determination is completed and then to the unlocked state according to the DC release condition (for example, the condition that charging has stopped).

[0067] [Differentiation] (1) In the embodiment described above, step S113 in Figure 3 is used to determine whether communication with the power supply equipment 10 is being performed using HLC communication. However, the system is not limited to HLC communication, and any other communication method may be used as long as it takes longer to determine whether the charging connector is for AC or DC compared to the pilot signal CPLT.

[0068] (2) In the embodiment described above, the connector type was set to CCS (Combined Charging System) as shown in the diagram of inlet 202 in Figure 1. However, the connector type is not limited to this, and other types may be used as long as they are a combination of AC and DC connectors.

[0069] (3) The aforementioned disclosures can be interpreted as disclosures of a vehicle 200 or a control device such as an ECU 100, or disclosures of control methods or control programs performed by these devices.

[0070] [summary] (1) As shown in Figures 1 to 3, the ECU 100 is a control device for a locking mechanism 206 that fixes the charging connectors 17 and 18 of the power supply equipment 10 to the inlet 202 of the vehicle 200. As shown in Figures 1 and 2, the ECU 100 includes a CPU 101 and an interface 103 that receives signals from a detection unit (circuit shown in Figure 2) that outputs signals indicating whether the charging connectors 17 and 18 are connected to the inlet 202 and whether the charging connectors are for DC or AC. As shown in Figures 3 and 4, the CPU 101 uses the signal received by interface 103 to determine whether the charging connector connected to inlet 202 is for AC or DC (for example, step S112). After determining whether the charging connector is for AC or DC, the CPU 101 unlocks the locking device according to different conditions depending on whether it is for AC or DC (for example, steps S116 to S118). On the other hand, before determining whether the charging connector is for AC or DC, the CPU 101 unlocks the locking device according to the conditions for AC (for example, steps S113 and S114).

[0071] This allows the locking mechanism 206 of the charging connector to be unlocked even if the type of charging connector has not yet been identified.

[0072] (2) As shown in Figure 4, when the CPU 101 determines that the charging connector is for DC, it may set the locking device to the locked state if the charging connector 18 is in the unlocked state.

[0073] This ensures that the charging connector is locked again when it is determined to be for DC power. As a result, charging can begin only after the charging connector has been locked.

[0074] (3) As shown in Figure 4, the CPU 101 may lock the locking mechanism 206 in response to an operation to lock the locking mechanism 206 when it is determined that the charging connector is for AC power.

[0075] This allows the locking mechanism 206 to be locked in response to an operation to lock the charging connector, provided the charging connector is for AC power.

[0076] The embodiments disclosed herein should be considered in all respects to be illustrative and not restrictive. The scope of this disclosure is indicated by the claims rather than by the description of the embodiments above, and all modifications within the meaning and scope equivalent to the claims are intended to be included. [Explanation of Symbols]

[0077] 10 Power supply equipment, 10a Power supply control device, 10b Oscillator circuit, 17,18 Charging connector, 100 ECU, 101 CPU, 102 Memory, 103 Interface, 110 Resistor circuit, 200 Vehicle, 202 Inlet, 202a,202b,202f,202g Connection part, 202c,202d,202e Communication part, 204 Power converter, 206 Locking mechanism, 214 Battery, 216 Inverter, 218 Motor generator, 222 Drive wheel.

Claims

1. A control device for a locking device that secures the charging connector of a power supply device to the inlet of a vehicle, The control device is Processor and The system includes a receiving unit that receives a signal from a detection unit that outputs a signal indicating whether the charging connector is connected to the inlet and whether the charging connector is for DC or AC. The aforementioned processor, The receiving unit uses the signal received to determine whether the charging connector connected to the inlet is for AC or DC. A control device for a locking device, wherein, after it is determined whether the charging connector is for AC or DC, the locking device is set to an unlocked state according to different conditions depending on whether it is determined to be for AC or DC, while before it is determined whether the charging connector is for AC or DC, the locking device is set to an unlocked state according to the conditions for AC.

2. The aforementioned processor, A control device for a locking device according to claim 1, wherein when it is determined that the charging connector is for DC, the locking device is set to a locked state if the charging connector is in an unlocked state.

3. The aforementioned processor, A control device for a locking device according to claim 1 or 2, wherein when it is determined that the charging connector is for AC power, the locking device is locked in response to an operation to lock the locking device.

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