Charging control device and charging control method

Abstract

To provide a charging control device capable of smoothly advancing a charging sequence between a charger and a vehicle.SOLUTION: A charging control device 100 includes signal lines (133, 134) (communication units) and communication lines (135, 136) (communication units) capable of communicating with a charger 103. The charging control device 100 also includes a control unit 13 that controls charging by the charger 103. After transmitting first information indicating that charging is performed at a first voltage (for example, 800 V) to the charger 103, the control unit 13 performs control to transmit second information indicating that charging at a second voltage (for example, 400 V) in a case where transmitting information on a voltage when charging is performed to the charger 103 again.SELECTED DRAWING: Figure 3

Description

Technical Field

[0001] The present disclosure relates to a charging control device and a charging control method.

Background Art

[0002] Japanese Unexamined Patent Application Publication No. 2019-047677 (Patent Document 1) discloses a charging system in which power is charged from a charging stand to a vehicle.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] Here, in a conventional charging system as disclosed in Patent Document 1, the charging sequence may not proceed smoothly due to conditions (parameters) related to the charging voltages of the charger and the vehicle. For example, the charging sequence may stop due to an inconsistency between the parameter of the charging voltage transmitted from the vehicle to the charger and the actual voltage state of the vehicle.

[0005] The present disclosure has been made to solve the above problems, and an object thereof is to provide a charging control device and a charging control method capable of smoothly advancing the charging sequence between a charger and a vehicle.

Means for Solving the Problems

[0006] The charging control device according to the first aspect of this disclosure is a charging control device for a vehicle equipped with an energy storage device that is charged by power from a charger, and comprises a communication unit capable of communicating with the charger, and a control unit that controls charging by the charger. The energy storage device can be charged by power based on a first voltage, or by power based on a second voltage different from the first voltage. The control unit transmits first information to the charger via the communication unit indicating that charging will be performed with the first voltage, and then, when transmitting information regarding the voltage at which charging will be performed back to the charger via the communication unit, it performs control to transmit second information indicating that charging will be performed with the second voltage.

[0007] In the charging control device according to the first aspect of this disclosure, as described above, when information regarding the voltage at which charging is performed is transmitted to the charger again after first information indicating that charging is to be performed with a first voltage has been transmitted to the charger, second information indicating that charging is to be performed with a second voltage is transmitted. This allows the charging sequence to be restarted with a second voltage different from the first voltage if the charging sequence does not proceed normally with the first voltage. As a result, it is easy to prevent the state in which the charging sequence does not proceed normally from continuing. This allows the charging sequence between the charger and the vehicle to proceed smoothly.

[0008] In the charging control device relating to the first aspect described above, preferably, after transmitting the first information to the charger, if the control unit receives a signal from the charger indicating a mismatch between the first voltage and the voltage information without receiving voltage information from the charger, it performs control to transmit the second information to the charger via the communication unit. With this configuration, a charging sequence based on the second voltage can be easily started based on the signal indicating the mismatch.

[0009] In the charging control device relating to the first aspect described above, preferably, the control unit performs control to transmit the second information to the charger via the communication unit when the charging sequence is stopped between the time the first information is transmitted to the charger via the communication unit and the time charging starts, and when the charging sequence is restarted on the same charger that stopped the charging sequence. With this configuration, it is possible to suppress the transmission of the second information to a charger other than the one that stopped the charging sequence.

[0010] In this case, preferably, the control unit determines that the charging sequence has been restarted at the same charger if it determines that the vehicle has not moved between the time the charging sequence was stopped and the time the charging sequence was restarted. With this configuration, it is easy to determine that the charging sequence has been restarted at the same charger based on the amount of vehicle movement.

[0011] In a charging control device that transmits second information to the charger when the charging sequence is restarted in the same charger, preferably, the control unit determines that the charging sequence has been restarted in the same charger when the charging sequence is restarted based on a request from the charger to restart the charging sequence after the charging sequence has stopped. With this configuration, it is easy to determine that the charging sequence has been restarted in the same charger based on a request from the charger.

[0012] In a charging control device that transmits second information to the charger when the charging sequence is restarted in the same charger described above, preferably the vehicle is provided with a connection part to which the charging plug of the charger is connected. When the charging sequence stops, the control unit transmits the second information to the charger via the communication unit if a signal indicating a mismatch between the first voltage and the voltage of the connection part that has actually been measured is transmitted from the charger to the communication unit. With this configuration, the mismatch can be determined based on the voltage of the connection part that has actually been measured. As a result, the mismatch can be determined with high accuracy. Note that the voltage of the connection part has a broad meaning that also includes the voltage of the terminals provided at the connection part.

[0013] In this case, preferably, the control unit performs control to send a notification to the vehicle user's communication terminal prompting them to try charging again when a signal indicating non-compliance is sent from the charger to the communication unit. With this configuration, the user can easily perform the operation to restart the charging sequence.

[0014] In the charging control device relating to the first aspect described above, preferably, the control unit is capable of performing a first charging control that charges the energy storage device by boosting the voltage supplied from the charger, and a second charging control that charges the energy storage device without boosting the voltage supplied from the charger. With this configuration, it is possible to switch between the voltage from the charger itself and the voltage obtained by boosting the voltage from the charger in subsequent charging sequences.

[0015] The charging control method relating to the second aspect of this disclosure is a charging control method for a vehicle equipped with an energy storage device that is charged by power from a charger. The energy storage device can be charged by power based on a first voltage or by power based on a second voltage different from the first voltage. The charging control method comprises a first transmission step of transmitting first information to the charger indicating that charging will be performed by the first voltage, and a second transmission step of transmitting information regarding the voltage at which charging will be performed to the charger again after the first transmission step. The second transmission step is a step of transmitting second information indicating that charging will be performed by the second voltage.

[0016] In the charging control method relating to the second aspect of this disclosure, as described above, after first information indicating that charging will be performed with a first voltage is transmitted to the charger, if information regarding the voltage at which charging will be performed is transmitted again from the vehicle to the charger, second information indicating that charging will be performed with a second voltage is transmitted to the charger. This makes it possible to provide a charging control method that enables the charging sequence between the charger and the vehicle to proceed smoothly. [Effects of the Invention]

[0017] According to the present disclosure, the charging sequence between the charger and the vehicle can proceed smoothly.

Brief Description of the Drawings

[0018] [Figure 1] It is a diagram showing the configuration of a vehicle and a charger according to the first embodiment. [Figure 2] It is a flowchart showing the charging sequence between the vehicle and the charger. [Figure 3] It is a sequence diagram showing the charging handshake stage and the charging parameter arrangement stage according to the first embodiment. [Figure 4] It is a diagram showing the details of step S401 in FIG. 3. [Figure 5] It is a diagram showing the configuration of a vehicle and a charger according to the second embodiment. [Figure 6] It is a sequence diagram showing the charging parameter arrangement stage according to the second embodiment. [Figure 7] It is a sequence diagram showing the charging parameter arrangement stage according to a modification of the second embodiment.

Modes for Carrying Out the Invention

[0019] Hereinafter, embodiments of the present disclosure will be described in detail with reference to the drawings. In the drawings, the same or corresponding parts are denoted by the same reference numerals and their description will not be repeated.

[0020] [First Embodiment] The charging system and the vehicle according to the first embodiment will be described with reference to FIGS. 1 to 4. Among the configurations shown in FIGS. 1 to 4, the same or substantially the same configurations are denoted by the same reference numerals and redundant descriptions are omitted. In the specification, drawings, etc., "S" means "Step".

[0021] FIG. 1 is a schematic diagram schematically showing a charging system 1 according to the first embodiment. The charging system 1 includes a vehicle 102 and a charger 103.

[0022] Vehicle 102 includes a power storage device 110, a charging inlet 113, a boost converter 140, and a control unit 13.

[0023] The charging inlet 113 includes a DC(+) terminal 150, a DC(-) terminal 151, a PE terminal 152, an S(+) terminal 153, an S(-) terminal 154, a CC1 terminal 155, a CC2 terminal 156, and a housing 157. Each terminal 150 to 156 is housed within the housing 157, and each terminal is insulated. Note that the charging inlet 113 is an example of a "connection part" in this disclosure.

[0024] Vehicle 102 includes DC(+) wiring 130, DC(-) wiring 131, PE wire 132, S(+) signal wire 133, S(-) signal wire 134, CC1 communication wire 135, CC2 communication wire 136, contactors K5, K6, and switches SW2, SWv. S(+) signal wire 133, S(-) signal wire 134, CC1 communication wire 135, and CC2 communication wire 136 are examples of the "communication unit" in this disclosure. Furthermore, the S(+) signal wire 133, S(-) signal wire 134, CC1 communication wire 135, and CC2 communication wire 136, along with the control unit 13, constitute the charge control device 100.

[0025] DC(+) wiring 130 and DC(-) wiring 131 are connected to the boost converter 140. DC(+) wiring 130 is connected to the DC(+) terminal 150, and DC(-) wiring 131 is connected to the DC(-) terminal 151. PE wire 132 is the ground wire and is connected to the PE terminal 152. The boost converter 140 is also connected to the energy storage device 110. The boost converter 140 can boost the voltage input from DC(+) wiring 130 and DC(-) wiring 131 and output it to the energy storage device 110.

[0026] The S(+) signal line 133, the S(-) signal line 134, the CC1 communication line 135, and the CC2 communication line 136 are connected to the control unit 13. The S(+) signal line 133 is connected to the S(+) terminal 153. The S(-) signal line 134 is connected to the S(-) terminal 154. The CC1 communication line 135 is connected to the CC1 terminal 155. The CC2 communication line 136 is connected to the CC2 terminal 156.

[0027] Contactor K5 is located on DC(+) wiring 130. Contactor K6 is located on DC(-) wiring 131. Resistor R4 is connected to CC1 communication line 135. Switch SW2 is connected in series with resistor R4 to CC1 communication line 135. Switch SWv is located on CC2 communication line 136. Control unit 13 controls the ON / OFF switching of contactors K5, K6 and switches SW2, SWv.

[0028] The control unit 13 is equipped with a BMS (battery management system) 138. The vehicle 102 includes a plurality of input units 19. The plurality of input units 19 include, for example, an accelerator pedal 20, an IG switch 21, a brake pedal 22, a hazard switch 23, a door lock button 24A, a door unlock button 24B, and a display unit 25.

[0029] The charger 103 includes a power output unit 122, a DC(+) wire 160, a DC(-) wire 161, a PE wire 162, an S(+) signal wire 163, an S(-) signal wire 164, a CC1 communication wire 165, a CC2 communication wire 166, a contactor K1, a contactor K2, a switch SW1, a voltage measuring device 145, a bleeder circuit 146, an IMD (Insulation monitoring device) 147, a charger controller 173, and a stop button 174.

[0030] The plug (charging connector) 120 includes a DC(+) terminal 180, a DC(-) terminal 181, a PE terminal 182, an S(+) terminal 183, an S(-) terminal 184, a CC1 terminal 185, a CC2 terminal 186, and a housing 187. Each terminal is housed within the housing 187. Note that the plug 120 is an example of a "charging plug" as described herein.

[0031] DC(+) wire 160 and DC(-) wire 161 are connected to the power output unit 122. DC(+) wire 160 is connected to the DC(+) terminal 180. DC(-) wire 161 is connected to the DC(-) terminal 181. PE wire 162 is the ground wire. PE wire 162 is connected to the PE terminal 182.

[0032] The S(+) signal line 163, the S(-) signal line 164, and the CC1 communication line 165 are connected to the charger controller 173. The S(+) signal line 163 is connected to the S(+) terminal 183. The S(-) signal line 164 is connected to the S(-) terminal 184.

[0033] CC1 communication line 165 is connected to CC1 terminal 185. One end of CC2 communication line 166 is connected to PE line 162. The other end of CC2 communication line 166 is connected to CC2 terminal 186.

[0034] Contactor K1 is located on DC(+) wiring 160. Contactor K2 is located on DC(-) wiring 161. A resistor R1 is provided on CC1 communication line 165. Switch SW1 is connected to CC1 communication line 165 in parallel with resistor R1.

[0035] The voltage measuring device 145 is provided to connect the DC(+) wiring 160 and the DC(-) wiring 161. Specifically, the voltage measuring device 145 is connected between the DC(+) terminal 180 and contactor K1 of the DC(+) wiring 160, and between the DC(-) terminal 181 and contactor K2 of the DC(-) wiring 161.

[0036] IMD147 is located between the power output unit 122 and contactors K1 and K2, and is provided to connect the DC(+) wiring 160 and the DC(-) wiring 161. Furthermore, IMD147 is also connected to the PE wire 162. The bleeder circuit 146 is located between the power output unit 122 and contactors K1 and K2, and is provided to connect the DC(+) wiring 160 and the DC(-) wiring 161.

[0037] When plug 120 is connected to charging inlet 113, DC(+) terminal 150 is connected to DC(+) terminal 180, and DC(-) terminal 151 is connected to DC(-) terminal 181. Also, PE terminal 152 is connected to PE terminal 182, S(+) terminal 153 is connected to S(+) terminal 183, S(-) terminal 154 is connected to S(-) terminal 184, CC1 terminal 155 is connected to CC1 terminal 185, and CC2 terminal 156 is connected to CC2 terminal 186.

[0038] The control unit 13 periodically monitors detection point P2 on CC1 communication line 135 and detection point P3 on CC2 communication line 136. The charger controller 173 periodically monitors detection point P1 on CC1 communication line 165.

[0039] The charger controller 173 controls the power output unit 122, the ON / OFF switching of switch SW1, and the ON / OFF switching of contactors K1 and K2. The stop button 174 is provided on the charger 103 and is a button that the user presses, for example, when they want to stop charging. When the stop button 174 is pressed, the charger controller 173 stops charging.

[0040] The control unit 13 controls the ON / OFF switching of switches SW2 and SWv, the ON / OFF switching of contactors K5 and K6, and the boost control of the boost converter 140.

[0041] As described above, when the plug 120 is connected to the charging inlet 113, various controls are executed to perform charging.

[0042] Figure 2 is a flowchart illustrating the charging flow. In Figure 2, the charging flow includes the completion of physical connection (S100), the application of low-voltage auxiliary power (S200), the charging handshake stage (S300), the charging parameter setting stage (S400), the charging stage (S500), and the charging completion stage (S600).

[0043] In the step of completing the physical connection (S100), the physical connection between the charger 103 and the vehicle 102 is completed, and power is supplied between the charger 103 and the vehicle 102. Specifically, the physical connection is completed when the plug 120 is connected to the charging inlet 113 and the electronic lock is completed.

[0044] In the low-voltage auxiliary power supply step (S200), the low-voltage auxiliary power supply circuit in the charger 103 is turned on.

[0045] During the charging handshake phase (S300), the vehicle 102 and the charger 103 exchange handshake messages and identification messages with each other.

[0046] In the charging parameter setting stage (S400), after the charging handshake stage is completed, the charger 103 and the vehicle 102 send and receive various charging parameter messages to determine whether charging is possible for both.

[0047] During the charging phase (S500), the vehicle 102 transmits the battery charging demand to the charger 103 in real time. The charger 103 adjusts the charging voltage and charging current based on the battery charging demand to ensure that the charging process proceeds normally. During the charging process, the charger 103 and the vehicle 102 transmit their respective charging statuses. The vehicle 102 can also transmit information to the charger 103 regarding the specific status of the energy storage device 110, as well as voltage, temperature, and other information.

[0048] At the end of the charging stage (S600), the vehicle 102 transmits charging statistics data to the charger 103, including the State of Charge (SOC) during the entire charging process, the minimum and maximum battery voltages. After receiving the charging statistics data from the vehicle 102, the charger 103 transmits information to the vehicle 102, such as the amount of output electricity and the cumulative charging time during the entire charging process. Finally, the charger 103 shuts off the output of the low-voltage auxiliary power supply.

[0049] <Sequence of charging handshake phase and charging parameter placement phase> Next, with reference to Figure 3, the sequence control between the charger 103 (charger controller 173) and the vehicle 102 (BMS 138) during the charging handshake phase (S300) and the charging parameter setting phase (S400) will be described.

[0050] The charging handshake phase (S300) includes steps S301 to S305. In step S301, the charger 103 transmits a charging handshake message CHM to the vehicle 102. The charging handshake message CHM includes information about the version number of the communication protocol of the charger 103.

[0051] In step S302, the vehicle 102 sends a vehicle handshake message BHM to the charger 103. The vehicle handshake message BHM includes information on the vehicle-side insulation monitoring allowable total voltage.

[0052] In step S303, the charger 103 sends a charger identification message CRM to the vehicle 102. The charger identification message CRM includes the identification information of the charger 103.

[0053] In step S304, the vehicle 102 transmits a vehicle identification message BRM to the charger 103. The vehicle identification message BRM includes identification information for the vehicle 102 and identification information for the BMS 138. The identification information for the vehicle 102 includes, for example, the version information of the vehicle communication protocol and the vehicle identifier. The identification information for the BMS 138 includes information on the battery type and information on the rated capacity and rated total voltage of the vehicle 102's power storage system.

[0054] In step S305, the charger 103 resends the charger identification message CRM to the vehicle 102 in response to having received the vehicle identification message BRM in step S304.

[0055] After the vehicle 102 receives the charger identification message CRM in step S305, the process proceeds to the charging parameter stage (S400). The charging parameter stage (S400) includes steps S401 to S414.

[0056] In step S401, the vehicle 102 sends a charging parameter message BCP to the charger 103. The charging parameter message BCP includes information such as the upper limit of the charging voltage of the energy storage device 110 (maximum allowable total charging voltage), the maximum allowable charging current value, the maximum allowable temperature, the current voltage of the energy storage device 110 (current battery voltage of the completed vehicle's power battery), and parameters of the charging voltage. Details of step S401 will be described later.

[0057] Here, the energy storage device 110 can be charged with power based on 400V (hereinafter referred to as 400V charging). In addition, the energy storage device 110 can be charged with power based on 800V (hereinafter referred to as 800V charging). The vehicle 102 (BMS 138) transmits information to the charger 103 as a parameter of the charging voltage, indicating whether to perform 400V charging or 800V charging.

[0058] For example, if the voltage of the energy storage device 110 is 800V and the boost converter 140 is ON, vehicle 102 notifies charger 103 to perform 400V charging. Also, if the voltage of the energy storage device 110 is 800V and the boost converter 140 is OFF, vehicle 102 notifies charger 103 to perform 800V charging. In addition to turning off the boost converter 140, a circuit that bypasses the boost converter 140 may be formed to prevent the boost converter 140 from performing the boost.

[0059] In step S402, the charger 103 determines whether the voltage range of the charger 103 matches the charging voltage parameter based on the charging parameter message BCP. If they match (Yes in S402), the process proceeds to step S403. If they do not match (No in S402), the process proceeds to step S404. Specifically, if the voltage range of the charger 103 is approximately 400V and the charging voltage parameter is 800V (indicated by BCP to perform 800V charging), it is determined that they do not match.

[0060] In step S403, the charger 103 sends a maximum output capacity message CML to the vehicle 102. The maximum output capacity message CML includes information indicating the minimum output voltage value, the maximum output voltage value, the maximum output current value (maximum output current value), and the minimum output current value (minimum output current value).

[0061] In step S404, the charger 103 sends an error message CEM to the vehicle 102. The error message CEM may contain information indicating that a non-conformity occurred in step S402.

[0062] In step S405, the vehicle 102 determines whether or not it has received the maximum output capacity message CML. If it has received the maximum output capacity message CML (Yes in S405), the process proceeds to step S407. If it has not received the maximum output capacity message CML (No in S405), the process proceeds to step S406.

[0063] In step S406, the vehicle 102 determines whether or not it has received an error message CEM. If it has received an error message CEM (Yes in S406), the process returns to step S302. If it has not received an error message CEM (No in S406), the process in step S406 is repeated. Note that the process in step S406 may only be performed for error message CEMs based on the determination in step S402. In other words, the process in step S406 may not be performed for error message CEMs based on anything other than the determination in step S402.

[0064] In step S407, the vehicle 102 sends a charge ready message BRO to the charger 103. The charge ready message BRO indicates that the vehicle 102 (BMS 138) is ready to charge.

[0065] In step S408, the vehicle 102 closes contactors K5 and K6 (turns ON) in response to entering a charging standby state.

[0066] In step S409, the vehicle 102 sends the charger 103 the ready-to-charge message BRO again.

[0067] In step S410, the charger 103 determines whether the error between the actual terminal voltage measured by the voltage measuring device 145 (voltage between DC(+) terminal 150 and DC(-) terminal 151) and the charging voltage parameter based on the charging parameter message BCP is within a predetermined range (within ±5%). Specifically, it is determined whether the difference between the terminal voltage and the charging voltage is within ±5% of the charging voltage. If the error is within the predetermined range (Yes in S410), the process proceeds to step S411. If the error is not within the predetermined range (No in S410), the process proceeds to step S413.

[0068] In step S411, the charger 103 closes the contactors K1 and K2 (turns them ON). As a result, the DC power supply circuit between the charger 103 and the vehicle 102 becomes conductive.

[0069] In step S412, the charger 103 transmits an output preparation completion status message CRO to the vehicle 102. Then, the process proceeds to the charging stage (S500).

[0070] In step S413, the charger 103 stops the charging sequence with the vehicle 102. Then, the process ends.

[0071] In step S414, the vehicle 102 determines whether it has received the output preparation completion status message CRO. If it has received the output preparation completion status message CRO (Yes in S414), the process proceeds to the charging stage (S500). If it has not received the output preparation completion status message CRO (No in S414), the process of step S414 is repeated.

[0072] <Details of S401> Next, referring to FIG. 4, the detailed processing of step S401 will be described. Step S401 includes steps S401a to 401c.

[0073] Here, in a conventional charging system, the charging sequence may not proceed smoothly due to conditions (parameters) related to the charging voltages of the charger and the vehicle. For example, the charging sequence may stop due to a mismatch between the parameter of the charging voltage transmitted from the vehicle to the charger and the actual voltage (terminal voltage) state of the vehicle.

[0074] Therefore, in the first embodiment, after the vehicle 102 transmits information indicating that charging is to be performed at a first voltage (for example, 800V charging) to the charger 103, when the vehicle 102 transmits information regarding the voltage at the time of charging to the charger 103 again, the vehicle 102 performs control to transmit information indicating that charging is to be performed at a second voltage different from the first voltage (for example, 400V charging).

[0075] Let me explain in detail. In step S401a, the vehicle 102 (BMS138) determines whether or not it is a charging retry sequence. Specifically, in step S406, the vehicle 102 determines whether or not it is a sequence after the process has returned to S302 (if Yes in S406). If it is a retry sequence (Yes in S401a), the process proceeds to step S401b. If it is not a retry sequence (No in S401a), the process proceeds to step S401c.

[0076] In step S401b, the vehicle 102 determines a voltage different from the charging voltage parameter based on the charging parameter message BCP transmitted to the charger 103 in the first step S401. Specifically, if the charging voltage parameter was 800V in the first step S401, the charging voltage parameter will be determined to be 400V in step S401b. Also, if the charging voltage parameter was 400V in the first step S401, the charging voltage parameter will be determined to be 800V in step S401b.

[0077] In step S401c, the vehicle 102 decides whether to set the charging voltage parameter based on the charging parameter message BCP to 400V or 800V. This selection may be determined randomly, or it may be predetermined which one to select.

[0078] As described above, in the first embodiment, after the vehicle 102 transmits information to the charger 103 indicating that it will charge with a first voltage (e.g., 800V), when it transmits information to the charger 103 again regarding the voltage at which it will charge, it performs control to transmit information indicating that it will charge with a second voltage (e.g., 400V) that is different from the first voltage. As a result, in the charging retry sequence, a voltage different from the voltage at which a mismatch occurred in the first charging sequence is determined as the charging voltage parameter. Consequently, it is possible to suppress the occurrence of another mismatch in the charging sequence. This allows the charging sequence to proceed smoothly.

[0079] Furthermore, in the first embodiment, since the retry sequence is initiated before contactors K1, K2, K5, and K6 are closed (on), it is possible to prevent the charging sequence from being stopped due to the error between the measured actual terminal voltage and the charging voltage based on the charging parameter message BCP becoming larger than a predetermined range.

[0080] [Second Embodiment] Figure 5 is a schematic diagram illustrating a charging system 2 according to the second embodiment. The charging system 2 comprises a vehicle 202 and a charger 203.

[0081] Vehicle 202 differs from vehicle 102 in the first embodiment in that it has a control unit 213 instead of a control unit 13. The control unit 213 includes a BMS 238. The charge control device 200 is configured by the S(+) signal line 133, the S(-) signal line 134, the CC1 communication line 135, and the CC2 communication line 136, along with the control unit 213.

[0082] The charger 203 differs from the charger 103 in the first embodiment in that it includes a charger controller 273 instead of the charger controller 173.

[0083] Figure 6 shows the sequence control between the vehicle 202 (BMS238) and the charger 203 (charger controller 273) during the charging parameter arrangement stage in the second embodiment. The explanation of processes similar to those in the first embodiment may be simplified.

[0084] In step S421, the vehicle 202 sends the charger 203 a charge parameter message BCP.

[0085] In step S422, the charger 203 sends the maximum output capacity message CML to the vehicle 202.

[0086] In step S423, the vehicle 202 determines the charging voltage to match the voltage range of the charger 203 included in the maximum output capability message CML in step S422. For example, if the voltage range of the charger 203 is approximately 400V, the vehicle 202 decides to perform 400V charging. When performing 400V charging, the vehicle 202 may turn off the boost converter 140.

[0087] The processes in steps S424 to S426 are the same as those in steps S407 to S409 of the first embodiment described above. After step S426, the process proceeds to step S429.

[0088] In step S427, the charger 203 determines whether the actual terminal voltage measured by the voltage measuring device 145 (voltage between DC(+) terminal 150 and DC(-) terminal 151) and the charging voltage parameters based on the charging parameter message BCP are incompatible. If they are incompatible (Yes in S427), the process proceeds to step S428. If they are not incompatible (No in S427), the process proceeds to step S438. For example, if the difference between the actual terminal voltage and the charging voltage parameters is not within ±5% of the charging voltage parameters, it may be determined to be incompatible.

[0089] In step S428, the charger 203 stops the charging sequence with the vehicle 202. At this time, the charger 203 may send information (error information) to the vehicle 202 indicating that the determination in step S427 was unsuitable. The process then proceeds to step S437.

[0090] In step S429, the vehicle 202 determines whether or not it has received the output ready status message CRO. If it has received the output ready status message CRO (Yes in S429), the process proceeds to the charging stage. If it has not received the output ready status message CRO (No in S429), the process proceeds to step S430.

[0091] In step S430, the vehicle 202 performs control to send a notification to the user's communication terminal (e.g., a smartphone) prompting it to resume charging (resume the charging sequence). The above notification is an example of a "notification prompting to try charging again" as described in this disclosure.

[0092] In step S431, the vehicle 202 determines whether or not it has received a request from the user to restart the charging sequence. If the restart request has been received (Yes in S431), the process proceeds to step S432. If the restart request has not been received (No in S431), the process returns to step S429.

[0093] In step S432, it is determined whether vehicle 202 (BMS238) has moved before the charging sequence is restarted. If it is determined that vehicle 202 has not moved (Yes in S432), the process proceeds to step S433. If it is determined that vehicle 202 has moved (No in S432), all information, such as charging parameters, is initialized.

[0094] For example, vehicle 202 may determine whether or not it has moved based on the rotation speed of its tires. Alternatively, vehicle 202 may determine whether or not it has moved based on changes in information from a GPS (Global Positioning System) installed on it.

[0095] In step S433, the vehicle 202 determines whether charging was impossible in the previous charging sequence due to voltage mismatch in step S427. The vehicle 202 may also determine the cause of the charging failure in the previous charging sequence based on the error information transmitted from the charger 203 in step S428. If charging was impossible due to voltage mismatch (Yes in S433), the process proceeds to step S434. If charging was not impossible due to voltage mismatch (No in S433), all information such as charging parameters is initialized.

[0096] In step S434, the vehicle 202 determines that the charger 203 from which the charging sequence has been restarted is the same charger 203 as the charger 203 in the previous charging sequence. The vehicle 202 then initiates communication with the charger 203 that has been determined to be the same.

[0097] In step S435, the vehicle 202 notifies the charger 203 that it has received the user's request to restart the charging sequence. Then, in step S436, the vehicle 202 sets the charging voltage parameter corresponding to the charging parameter message BCP to the charging voltage value determined in step S423. After that, the process returns to step S421.

[0098] In step S437, the charger 203 determines whether the vehicle 202 has received a user's request to restart the charging sequence. If it is determined that the restart operation has been received by receiving the notification in step S435 (Yes in S437), the process returns to step S422. If it is determined that the restart operation has not been received (No in S437), the process in step S437 is repeated.

[0099] The processes in steps S438 and S439 are the same as steps S411 and S412 of the first embodiment described above.

[0100] The other configurations are the same as those of the first embodiment described above, so no further explanation will be given.

[0101] In the second embodiment described above, an example was shown in which, when it is determined that the vehicle 202 is not moving, it is determined that the charging sequence has been restarted at the same charger 203 as the previous charging sequence. However, the disclosure is not limited to this. As shown in Figure 7, the vehicle 302 may determine that the charging sequence has been restarted at the same charger 303 as the previous charging sequence when the charging sequence is restarted based on a request for restart of the charging sequence from the charger 303.

[0102] In Figure 7, in step S440, following step S428, the charger 303 sends a request to the vehicle 302 to resume the charging sequence. If the answer in step S431 is Yes, the process proceeds to step S441. In step S441, the vehicle 302 determines whether or not it has received a request to resume the charging sequence from the charger 303. If a resume request has been received from the charger 303 (Yes in S441), the process proceeds to step S433. If a resume request has not been received from the charger 303 (No in S441), all information, such as charging parameters, is initialized.

[0103] In Figure 7, the same reference numerals are used for processes identical to those in the second embodiment described above, and repeated explanations are not provided.

[0104] In the first and second embodiments described above, examples were shown in which the charging voltage from the charger is varied between 400V and 800V using a boost converter, but the disclosure is not limited thereto. For example, the voltage may be varied by utilizing the neutral point of the drive motor. Alternatively, the voltage may be varied by switching between series and parallel connections of the battery cells in the energy storage device. In these cases, the vehicle does not need to be provided with a boost converter 140.

[0105] 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]

[0106] 13, 213 Control unit, 100, 200 Charge control device, 103, 203 Charger, 110 Energy storage device, 113 Charging inlet (connection part), 120 Plug (charging plug), 133 S(+) signal line (communication part), 134 S(-) signal line (communication part), 135 CC1 communication line (communication part), 136 CC2 communication line (communication part).

Claims

1. A charging control device for a vehicle equipped with a power storage device that is charged by power from a charger, The aforementioned charger and a communication unit capable of communicating with each other, The system comprises a control unit that controls charging by the aforementioned charger, The energy storage device can be charged with power based on a first voltage, or power based on a second voltage different from the first voltage. The control unit, after transmitting first information indicating that charging is performed using the first voltage to the charger via the communication unit, performs control to transmit second information indicating that charging is performed using the second voltage when transmitting information regarding the voltage used for charging to the charger again via the communication unit. A charging control device that controls the control unit to transmit the second information to the charger via the communication unit when the charging sequence is stopped between the time the first information is transmitted to the charger via the communication unit and the charging is started, and when the charging sequence is restarted in the same charger that stopped the charging sequence.

2. The charging control device according to claim 1, wherein the control unit transmits the first information to the charger, and then, without receiving voltage information from the charger, receives a signal from the charger indicating a mismatch between the first voltage and the voltage information, transmits the second information to the charger via the communication unit.

3. The charging control device according to claim 1, wherein the control unit determines that the vehicle has not moved between the time the charging sequence is stopped and the time the charging sequence is restarted, and determines that the charging sequence has been restarted in the same charger.

4. The charging control device according to claim 1, wherein the control unit determines that the charging sequence has been restarted in the same charger when the charging sequence is restarted based on a request for restart of the charging sequence from the charger after the charging sequence has been stopped.

5. The vehicle is equipped with a connection part to which the charging plug of the charger is connected, The control unit, When the charging sequence stops, if a signal indicating a mismatch between the first voltage and the voltage of the connection actually measured is transmitted from the charger to the communication unit, The charging control device according to claim 1, 3, or 4, which performs control to transmit the second information to the charger through the communication unit.

6. The charging control device according to claim 5, wherein the control unit performs control to send a notification to the vehicle user's communication terminal prompting them to try charging again when the signal indicating non-compliance is transmitted from the charger to the communication unit.

7. The charging control device according to any one of claims 1 to 4, wherein the control unit is capable of performing a first charging control for charging the energy storage device by boosting the voltage supplied from the charger, and a second charging control for charging the energy storage device without boosting the voltage supplied from the charger.

8. A charging control method for a vehicle equipped with a power storage device that is charged by power from a charger, The energy storage device can be charged with power based on a first voltage, or power based on a second voltage different from the first voltage. A first transmission step of transmitting first information to the charger indicating that the charging will be performed using the first voltage, The system further includes a second transmission step, which, after the first transmission step, transmits information regarding the voltage used for charging back to the charger, A charging control method, wherein the second transmission step is a step of transmitting second information to the charger indicating that charging should be performed by the second voltage when the charging sequence is stopped between the time the first information is transmitted to the charger and the charging is started, and the charging sequence is restarted in the same charger that stopped the charging sequence.

9. A charging control device for a vehicle, which is equipped with an energy storage device that is charged by power from a charger, The aforementioned charger and a communication unit capable of communicating with each other, The system comprises a control unit that controls charging by the aforementioned charger, The energy storage device can be charged with power based on a first voltage, or power based on a second voltage different from the first voltage. The control unit, after transmitting first information indicating that charging is performed using the first voltage to the charger via the communication unit, performs control to transmit second information indicating that charging is performed using the second voltage when transmitting information regarding the voltage used for charging to the charger again via the communication unit. A charging control device that, after transmitting the first information to the charger, receives a signal from the charger indicating a mismatch between the first voltage and the voltage information, without receiving voltage information from the charger, and then transmits the second information to the charger via the communication unit.

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