vehicle

Abstract

To bring a vehicle into a proper stand-by state in accordance with a situation of the vehicle when making the vehicle stand-by in a state where electric power transmission is stopped.SOLUTION: A vehicle is provided with a control device and a power storage device. The vehicle is configured to perform electric power transmission between the vehicle and an electric facility while making communication with the electric facility. The control device requires the electric facility to stand by during the electric power transmission (S571 and S581), brings the vehicle into a stand-by state when the requirement for stand-by is received by the electric facility (S573 and S583), and resumes the electric power transmission when a resumption condition is satisfied when the vehicle is in the stand-by state (S575 and S585). The stand-by includes first stand-by in which the vehicle stands by in a state where the electric power transmission is stopped but the communication with the electric facility is maintained, and second stand-by in which the vehicle stands by in a state where not only the electric power transmission but also the communication with the electric facility is stopped. The control device determines which of the first stand-by or the second stand-by should be required to the electric facility, using a power storage amount in the power storage device.SELECTED DRAWING: Figure 3

Description

Technical Field

[0001] The present disclosure relates to a vehicle that performs power transmission.

Background Art

[0002] Japanese Unexamined Patent Application Publication No. 2013-176274 (Patent Document 1) discloses a technique for maintaining communication between a charging facility (electrical equipment) and a vehicle during charging.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] In recent years, the capacity of the power storage device mounted on a vehicle has been increasing. It is considered that the charging time of the power storage device becomes longer as the capacity of the power storage device increases. In addition, the power storage device mounted on a vehicle can also be used for power transmission other than charging (such as discharging to the outside of the vehicle). However, the user does not always desire to continue power transmission for a long time. Also, due to some circumstances, there is a possibility that power transmission cannot be performed during a certain period. For this reason, in long-term power transmission, it is conceivable to temporarily stop power transmission once, make the vehicle standby in a state where power transmission is stopped, and resume power transmission at an appropriate timing. However, in such a power transmission method, when the vehicle stands by while maintaining communication between the vehicle and the electrical equipment, the power consumption during standby increases. On the other hand, when the vehicle stands by with communication stopped, since the power transmission resumption process is performed after communication is resumed, the resumption of power transmission is delayed. Therefore, there is room for improvement in how the vehicle stands by.

[0005] This disclosure is made to solve the above-mentioned problems, and its purpose is to put a vehicle into an appropriate standby state according to the vehicle's condition when the vehicle is in standby mode with power transmission stopped. [Means for solving the problem]

[0006] A vehicle according to one embodiment of the present disclosure comprises a control device and a power storage device. The vehicle is configured to transmit power between the vehicle and the electrical equipment while communicating with the electrical equipment. The control device is configured to request the electrical equipment to go into standby mode during power transmission, and to put the vehicle into standby mode if the request is accepted by the electrical equipment, and to resume power transmission when restart conditions are met while the vehicle is in standby mode. Standby includes a first standby mode in which the vehicle is in standby mode with power transmission stopped but communication with the electrical equipment maintained, and a second standby mode in which the vehicle is in standby mode with both power transmission and communication with the electrical equipment stopped. The control device uses the amount of energy stored in the power storage device to determine whether to request the electrical equipment to go into first standby mode or second standby mode. [Effects of the Invention]

[0007] According to this disclosure, when a vehicle is kept in standby mode with power transmission stopped, it becomes possible to put the vehicle into an appropriate standby state depending on the vehicle's status. [Brief explanation of the drawing]

[0008] [Figure 1] This figure shows a power transmission system according to an embodiment of the present disclosure. [Figure 2] This flowchart shows the charging control according to an embodiment of the present disclosure. [Figure 3] Figure 2 is a flowchart showing the details of the standby control. [Figure 4] Figure 3 shows a flowchart illustrating a modified version of the process shown. [Figure 5] This figure shows a modified example of the configuration shown in Figure 1. [Modes for carrying out the invention]

[0009] Embodiments of this 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 descriptions will not be repeated.

[0010] Figure 1 shows a power transmission system according to an embodiment of the present disclosure. The power transmission system shown in Figure 1 includes a vehicle 100, an EVSE 300, and an EMS 500. "EVSE" stands for Electric Vehicle Supply Equipment. "EMS" stands for Energy Management System. The EVSE 300 receives power from a power grid PG. The power grid PG is a power network constructed by transmission and distribution equipment. Multiple power plants (not shown) are connected to the power grid PG. The power grid PG supplies AC power, for example, via substations (not shown).

[0011] The EVSE300 incorporates a control device 310, a charger 331, and a detector 332, and includes a charging cable 320. The charging cable 320 has a connector 320a (charging connector) at its end and contains communication lines and power lines internally. One wire may serve as both a communication line and a power line. The control device 310 functions as an SECC that communicates with one or more EVCCs, as described later. "EVCC" stands for Electric Vehicle Communication Controller. "SECC" stands for Supply Equipment Communication Controller. The control device 310 may control input / output channels, data encryption, or data transmission between the vehicle 100 and the EVSE300. The control device 310 is also configured to interact with a Secondary Actor (SA). In this embodiment, the EMS500 corresponds to the SA. The control device 310 is configured to communicate with the EMS500. The EMS500 may include a computer that manages the balance of power supply and demand in a building such as a house or factory, or a computer that functions as an aggregator for combining multiple resources. The EMS500 requests power transmission for energy management from the control device 310 as needed.

[0012] The control device 310 controls the charger 331. The charger 331 includes a power conversion circuit (e.g., an inverter) and is configured to adjust the charging current. The detector 332 includes various sensors (e.g., a current sensor and a voltage sensor) that detect the status of the charger 331 and outputs the detection results to the control device 310. In response to a command from the control device 310, the charger 331 converts the AC power supplied from the power grid PG into DC power and outputs the DC power to the connector 320a. That is, the EVSE 300 outputs DC power.

[0013] Vehicle 100 is equipped with an inlet 10 to which a connector 320a can be attached and detached. When the connector 320a of the charging cable 320 connected to the main body of the EVSE 300 is connected to the inlet 10 of the parked vehicle 100, vehicle 100 becomes electrically connected to the power grid PG via the EVSE 300 (plug-in state). On the other hand, when the inlet 10 is not connected, vehicle 100 becomes electrically disconnected from both the EVSE 300 and the power grid PG (plug-out state).

[0014] Vehicle 100 further comprises a battery 11, an SMR (System Main Relay) 12, a charging relay 13, ECUs 15 and 16, an MG (Motor Generator) 21, and a PCU (Power Control Unit) 22. Each of the SMR 12 and the charging relay 13 is a high-voltage relay, and may be, for example, an electromagnetic mechanical relay. "ECU" stands for Electronic Control Unit. Each ECU (including ECUs 15 and 16) mounted on vehicle 100 is supplied with power from an auxiliary battery (not shown). When the charge in the auxiliary battery becomes low, power is supplied from battery 11 to the auxiliary battery.

[0015] ECUs 15 and 16 are configured to communicate with each other. ECU 15 functions as a computer (battery ECU) that manages the battery 11. ECU 16 functions as an EVCC that communicates with the SECC (e.g., control unit 310). ECU 16 may control input / output channels, data encryption, or data transmission between the vehicle 100 and the EVSE 300.

[0016] The battery 11 includes a secondary battery, such as a lithium-ion secondary battery. The vehicle 100 is configured to run using the electricity stored in the battery 11. The vehicle 100 is, for example, an electric vehicle (BEV) without an engine (internal combustion engine). However, it is not limited to this, and the vehicle 100 may be a PHEV (plug-in hybrid vehicle) equipped with an internal combustion engine, or another electric vehicle (xEV).

[0017] The battery 11 is provided with a BMS (Battery Management System) 11a for monitoring the state of the battery 11. The BMS 11a includes various sensors for detecting the state of the battery 11 and a monitoring IC (integrated circuit) to which detection signals from the various sensors are input. The monitoring IC generates a signal indicating the state of the battery 11 (hereinafter referred to as the "BMS signal") using the detection signals from the various sensors described above, and outputs the generated BMS signal to the ECU 15. The ECU 15 acquires, based on the BMS signal, for example, the temperature, current, voltage, and SOC (State Of Charge) of the battery 11. The SOC indicates the amount of stored electricity, and is, for example, a representation of the ratio of the current amount of stored electricity to the amount of stored electricity in a fully charged state expressed as a percentage from 0 to 100%.

[0018] The vehicle 100 is configured to be capable of performing external charging (charging of the battery 11 with electric power from outside the vehicle). The charging relay 13 switches the connection / disconnection of the charging line. During external charging, the SMR 12 and the charging relay 13 are in a closed state (connected state), and the DC power output from the EVSE 300 to the vehicle 100 is input to the inlet 10 and used to charge the battery 11. The ECU 15 controls the SMR 12 and the charging relay 13 in accordance with an instruction from the ECU 16. In the example shown in FIG. 1, the charging line including the inlet 10 and the charging relay 13 is connected between the SMR 12 and the PCU 22. However, this is not limited thereto, and the charging line may be connected between the battery 11 and the SMR 12.

[0019] The ECU 16 includes a processor 161 and a storage device 162. The storage device 162 is configured to be able to store the stored information. In addition to programs, various information used in the programs is stored in the storage device 162. In this embodiment, by the processor 161 executing the program stored in the storage device 162, various controls (for example, the controls shown in FIGS. 2 and 3 described later) are executed. However, these processes may be executed only by hardware (electronic circuits) without using software.

[0020] The PCU 22 includes, for example, an inverter and a converter, and drives the MG 21 using the electric power supplied from the battery 11. The MG 21 is driven by the PCU 22 to rotate the drive wheels of the vehicle 100. Further, the MG 21 performs regenerative power generation and outputs the generated electric power to the battery 11. The SMR 12 switches the connection / disconnection of the electric circuit from the battery 11 to the PCU 22. During the running of the vehicle 100, the SMR 12 is maintained in the closed state (connected state).

[0021] The vehicle 100 and the EVSE 300 perform power transmission (for example, charging or discharging of the battery 11 in the plugged-in state). In the power transmission method according to this embodiment, the vehicle 100 corresponding to an EV (Electric Vehicle) performs power transmission between the vehicle 100 and the EVSE 300 while communicating with the EVSE 300. The EVCC (for example, the ECU 16) of the EV and the SECC (for example, the control device 310) of the EVSE select a service prior to power transmission. Specifically, the EVCC starts a communication session and requests services available to the SECC. The SECC replies with an appropriate list of services that can be provided to the EVCC. Thereafter, the EVCC selects the service it wants to use and transmits the service ID to the SECC. The SECC returns the detailed information (parameter list) of the selected service. This is done repeatedly (in a loop). That is, the SECC sequentially transmits service details for each service for which the EVCC requests information. Thereafter, the EVCC selects, for example, an energy transfer service. Thereby, the EVCC and the SECC exchange messages regarding the physical limitations under the rated operating conditions of the selected energy transfer service. The EVCC and the SECC select and negotiate service operations through this message exchange. When the service operation is determined by the agreement of the EVCC and the SECC, the applicable message set is uniquely determined. When the power transmission is charging of the EV, the EVCC and the SECC negotiate a control mode for the charging session during the above service selection process.

[0022] In this embodiment, two control modes are employed, more specifically, a scheduled control mode and a dynamic control mode. The EVCC and SECC select one of these control modes. The parameters exchanged follow the selected control mode. In the scheduled control mode (first control mode), the EVCC generates a power profile, and the EVCC and SECC negotiate on the generated power profile. In other words, in the scheduled control mode, power transmission is led by the EVCC. On the other hand, in the dynamic control mode (second control mode), no negotiation takes place, and control is entirely entrusted to the SECC (off-board system). However, the EVCC transmits limit values ​​for parameters related to the use of the battery mounted on the EV to the SECC (e.g., upper limits for charging voltage, charging current, charging power, etc.). Based on the received limit values, the SECC determines a single power setpoint that the EV must adhere to and transmits the determined power setpoint to the EVCC. Thus, in the dynamic control mode, power transmission is led by the SECC.

[0023] The following signals are exchanged between EVCC and SECC for power transmission. Signals defined in ISO (International Organization for Standardization) 15118-20 may also be used.

[0024] EVCC requests SECC using the following request signals (messages).

[0025] A session setup request is a signal that requests the establishment of a communication session. A session setup request includes identification information (EVCCID) that identifies the EVCC. A session stop request is a signal that requests the termination or pause of the power transmission process. A session stop request includes a charging session. A charging session can be set to "terminate" or "pause". A session stop request with a charging session set to "terminate" or "pause" requests the termination or pause of the power transmission process, respectively.

[0026] A Service Discovery Request is a signal requesting the transmission of information about all services offered by the SECC. A Service Discovery Request includes a list of identifying information (Service IDs) that specify the services supported by the EV. The EVCC can restrict services by sending such lists. Service Discovery Requests distinguish between various service types and scopes. A Service Detail Request is a signal requesting the transmission of specific additional information about services offered by the EVSE. A Service Detail Request includes identifying information (Service IDs) that specify the services for which additional information is requested. A Service Selection Request is a signal that notifies information about selected services. A Service Selection Request includes a list of selected Value-Added Services (VAS). This list includes all selected Service IDs and Parameter Set IDs.

[0027] A power delivery request is a signal that requests the SECC to provide power. A power delivery request includes an EV power profile and a charge progress. The EV uses the EV power profile to announce and reserve a power transmission profile for the current charging session. The charge progress can be set to "start," "stop," "schedule renegotiate," and "standby." The EVCC can use a power delivery request to request standby (hereinafter also referred to as "first standby") and pause (hereinafter also referred to as "second standby") from the SECC.

[0028] A power supply request with "Start" set as the charging progress requests the EVSE to prepare an energy flow for immediate start. A power supply request with "Schedule Renegotiation" set as the charging progress requests the schedule renegotiation mechanism. A power supply request with "Standby" set as the charging progress requests the EVSE to enter the first standby period. If this request is accepted by the EVSE, the EVSE stops the energy flow. During the first standby period, power transmission between the EV and the EVSE is stopped (zero power). However, during the first standby period, communication between the EV and the EVSE is maintained, and contactors in the power transmission path remain closed (connected).

[0029] A power supply request with "Stop" set to the charging progress requests the EVSE to stop the energy flow. If the EVCC desires a second standby (Pause), it sends a power supply request with "Stop" set to the charging progress to the SECC, and then sends a session stop request with "Pause" set to the charging session to the SECC. This session stop request requests the EVSE to enter a second standby period (pause period). If this request is accepted by the EVSE, the EVSE stops the energy flow and then stops communication so that the energy flow can be resumed at the timing indicated by the EV power profile. During the second standby period, contactors in the power transmission path are opened (shut off), stopping power transmission between the EV and the EVSE (zero power). Zero power is guaranteed by the contactor shutdown. Also, during the second standby period, communication between the EV and the EVSE is stopped.

[0030] A charge loop request is a signal that periodically notifies the EVSE of charging-related information. For example, in dynamic control mode, the EVCC uses a charge loop request to periodically notify the SECC of the current values ​​of charging parameters (charging voltage, charging current, charging power, etc.). In planned control mode, the EVCC also uses a charge loop request to periodically notify the SECC of the current values ​​of the charging parameters, the target values ​​of the charging parameters requested by the EV, and the difference between these target values ​​and the current values.

[0031] SECC sends the following response signals (messages) in response to a request from EVCC.

[0032] A session setup response is a response signal to a session setup request. The session setup response includes the EVSEID and a response code. The EVSEID is identification information that identifies the EV and the EVSE connected to it. The response code indicates whether the establishment of a new session or rejoining the previous communication session was successful. A session termination response is a response signal to a session termination request. The session termination response informs the EVCC whether the temporary suspension of the power transmission process was accepted or whether the termination of the power transmission process was successful.

[0033] A service discovery response is a response signal to a service discovery request. The service discovery response includes a list of all services available in the SECC. A service detail response is a response signal to a service detail request. The service detail response provides details about the service. A service selection response is a response signal to a service selection request. The service selection response informs the EVCC whether the selected service has been accepted.

[0034] A power delivery response is a response signal to a power delivery request. The power delivery response includes information indicating whether the power requested by the power delivery request is available, or whether the EVSE will accept the standby requested by the power delivery request. The power delivery response also includes the EVSE status, which indicates the state of the EVSE and notifies of events related to the EVCC.

[0035] The charging loop response is a response signal to a charging loop request. The charging loop response informs the EV of the state of the EVSE and the current and voltage output by the EVSE. The charging loop response includes parameters indicating the current current and voltage of the EVSE, parameters indicating whether the upper limits for the current, voltage, and power of the EVSE have been reached, and parameters indicating the energy charged during the current service session.

[0036] A communication session always begins with the above session setup message pair and ends with the session termination message pair. During a communication session, the EVCC can enter a first waiting period and resume communication after the first waiting period has elapsed. All messages in a communication session have a session ID, which allows the session to be managed at the application level. The session ID is negotiated between the EVCC and SECC via the session setup message pair. All messages except the session setup request message use the same session ID.

[0037] Figure 2 is a flowchart illustrating the charging control according to this embodiment. The processing flow shown in Figure 2 is executed by the ECU 16 when predetermined charging start conditions are met in the plugged-in vehicle 100. The charging start conditions are met, for example, when the vehicle 100 is connected to the EVSE 300 and enters the aforementioned plugged-in state. Each step in the flowchart is simply denoted as "S".

[0038] Referring to Figure 2, in S11, the ECU 16 (EVCC) initiates communication with the control unit 310 (SECC), and this communication performs service selection and mode selection. Specifically, the ECU 16 and the control unit 310 select a service for charging the battery 11 through the aforementioned service selection process. The ECU 16 and the control unit 310 also select either a planned control mode or a dynamic control mode depending on the status of the vehicle 100. For example, if the EMS 500 requests charging for energy management from the control unit 310, the dynamic control mode may be selected; otherwise, the planned control mode may be selected.

[0039] In S12, the ECU 16 determines whether planned control mode or dynamic control mode has been selected. If planned control mode was selected in S11 (S12: Scheduled), the process proceeds to S21. In S21, the ECU 16 generates a power transmission profile for the current charging session. The power transmission profile shows the charging plan and corresponds to an example of "schedule information" as described in this disclosure. In this embodiment, a power transmission profile including a charging standby period is generated. In the subsequent S22, the ECU 16 determines whether a predetermined standby condition is met. The standby condition can be set arbitrarily. For example, the standby condition may be met if the current time falls within a predetermined time period (hereinafter referred to as the "standby time period"). A time period with high electricity rates or high electricity demand may be set as the standby time period. In this embodiment, the power transmission profile indicates the standby time period.

[0040] If the standby condition is not met (NO in S22), the process proceeds to S31. In S31, the ECU 16 performs charging control of the battery 11. At the start of charging control, the ECU 16 uses a power supply request to negotiate with the control device 310 regarding the power transmission profile (S21), and the power transmission profile is modified as necessary. From thereafter, the ECU 16 uses a charging loop request to perform charging control according to the agreed power transmission profile. The control device 310 basically controls the charger 331 in response to requests from the ECU 16.

[0041] In the following step S32, the ECU 16 determines whether or not the battery 11 has finished charging. If charging is not complete (NO in S32), the process returns to S12. On the other hand, if charging is complete (YES in S32), the ECU 16 terminates the charging control and power transmission process in S33 using a power supply request and a session stop request. This completes the processing flow shown in Figure 2.

[0042] If the standby condition is met (YES in S22), the ECU16 executes standby control in S23. Figure 3 is a flowchart showing the details of the standby control in S23.

[0043] Referring to Figure 3, in S51, the ECU 16 obtains the standby time indicated by the EV power profile of the power supply request and the State of Charge (SOC) of the battery 11 detected by the BMS 11a. The standby time corresponds to the time from the start to the end of standby in the charging plan. Subsequently, the ECU 16 determines, through processing in S52 to S55, whether all of the first to third requirements are met for the SOC and standby time obtained in S51. The first requirement is that the SOC of the battery 11 is equal to or greater than the first reference value (Th1). The second requirement is that the standby time is less than the second reference value (Th2). The third requirement is that the standby time is less than the third reference value (Th3). Th1 and Th2 are fixed values. In one example, Th1 and Th2 are 20% and 60 minutes, respectively.

[0044] Specifically, in S52 and S53, it is determined whether the first and second requirements are met, respectively. If the State of Charge (SOC) is less than Th1 (NO in S52), as shown in region R11 in Figure 3, the process proceeds to S581. If the waiting time is longer than Th2 (NO in S53), as shown in region R12 in Figure 3, the process proceeds to S581. If the State of Charge (SOC) is greater than Th1 and the waiting time is shorter than Th2 (YES in both S52 and S53), the ECU 16 sets Th3 in S54 based on the SOC of the battery 11. The ECU 16 increases Th3 as the SOC of the battery 11 increases, for example, as shown in the graph in Figure 3. Subsequently, the ECU 16 determines whether the third requirement is met in S55. If the waiting time is longer than Th3 (NO in S55), as shown in region R13 in Figure 3, the process proceeds to S581. As shown in region R14 in Figure 3, if the waiting time is shorter than Th3 (YES in S55), the process proceeds to S571. The fact that the process proceeds to S571 means that all of the first to third requirements are met.

[0045] In S571, ECU16 requests Standby mode from EVSE300. Subsequently, in S572, ECU16 determines whether the Standby mode request has been accepted by EVSE300. Specifically, ECU16 requests Standby mode from EVSE300 by sending the aforementioned charging progress "Standby" power supply request to control device 310. After that, if ECU16 receives a power supply response from control device 310 indicating acceptance of the Standby mode request, it determines YES in S572 and proceeds to S573.

[0046] In S573, the ECU 16 puts the vehicle 100 into a first standby state. In the first standby state, power transmission is stopped, but communication with the EVSE 300 is maintained while the vehicle 100 is on standby. The control device 310 controls the charger 331 to stop power transmission in response to the standby request from the ECU 16, so the transmitted power is kept at zero during the first standby state. However, the contactors (SMR 12 and charging relay 13) installed in the power transmission path are kept closed. In the first standby state, the communication function of the ECU 16 is activated in order to maintain communication between the ECU 16 and the control device 310.

[0047] In the following S574, the ECU 16 determines whether a predetermined restart condition is met. In this embodiment, the restart condition is met when the aforementioned waiting time (S51) has elapsed since the vehicle 100 entered the first standby state. If the restart condition is not met (NO in S574), S573 and S574 are repeated, and the vehicle 100 is maintained in the first standby state. If the restart condition is met (YES in S574), the ECU 16 releases the vehicle 100 from standby in S575. Specifically, the ECU 16 resumes transmitting a signal for charge control to the control device 310. After that, the processing flow shown in Figure 3 ends, and the process proceeds to S31 in Figure 2. As a result, power transmission is resumed in S31. When restarting, the sequence is executed from just before the start of charging. If the request for first standby is not accepted by the EVSE 300 (NO in S572), the process similarly proceeds to S31 in Figure 2. Even if the first standby request is not accepted, during the zero-power period indicated by the power transmission profile, the processing in S31 controls the transmitted power between the vehicle 100 and the EVSE 300 to zero or a value close to zero.

[0048] In S581, ECU16 requests a second pause (Pause) from EVSE300. Subsequently, in S582, ECU16 determines whether the request for the second pause has been accepted by EVSE300. Specifically, ECU16 requests the second pause from EVSE300 by sending the aforementioned "stop" power supply request for charging progress to control device 310, and then sending the aforementioned "pause" session stop request for charging session to control device 310. After that, if ECU16 receives a session stop response from control device 310 indicating acceptance of the request for the second pause, it determines YES in S582, and the process proceeds to S583.

[0049] In S583, the ECU 16 puts the vehicle 100 into a second standby state. In the second standby (Pause) state, the vehicle 100 is in standby mode with both power transmission and communication with the EVSE 300 stopped. The control device 310 stops power transmission in response to the standby request from the ECU 16 and stops communication so that communication resumes when the aforementioned standby time (S51) has elapsed. In addition, during the second standby state, the ECU 16 maintains the contactors (SMR 12 and charging relay 13) installed in the power transmission path in an open state (open state). Furthermore, during the second standby state, the communication function (communication module) of the ECU 16 is stopped in order to suppress power consumption.

[0050] In the following S584, the ECU 16 determines whether a predetermined restart condition is met. In this embodiment, the restart condition is met when the aforementioned waiting time (S51) has elapsed since the vehicle 100 entered the second standby state. If the restart condition is not met (NO in S584), S583 and S584 are repeated, and the vehicle 100 is maintained in the second standby state. When the restart condition is met (YES in S584), the ECU 16 releases the vehicle 100 from standby in S585. Specifically, after activating the communication function, the ECU 16 closes the contactors (SMR 12 and charging relay 13) provided in the power transmission path. The charging relay 13 is closed after an insulation check. Then, the ECU 16 resumes transmitting signals for charge control to the control device 310. After that, the processing flow shown in Figure 3 ends, and the process proceeds to S31 in Figure 2. As a result, power transmission is resumed in S31. When the process resumes, the sequence is executed from the beginning. ECU16 retains the information (such as the session ID) from before the second pause until connector 320a is removed. Similarly, if the request for the second pause is not accepted by EVSE300 (NO in S582), the process proceeds to S31 in Figure 2.

[0051] Referring again to Figure 2, if the dynamic control mode is selected in S11 (S12: Dynamic), the process proceeds to S41. In S41, the ECU 16 determines whether or not it has received a request for a second pause from the EVSE 300. If the ECU 16 has not received a request for a second pause (NO in S41), the process proceeds to S30.

[0052] In S30, the ECU 16 transmits information for battery 11 charging control to the EVSE 300. At the start of charging control, the ECU 16 transmits the limit values ​​of the charging parameters to the control device 310. Thereafter, the ECU 16 periodically notifies the control device 310 of the current values ​​of the charging parameters using a charging loop request. Charging control in dynamic control mode is entrusted to the control device 310. The control device 310 may control the charger 331 in response to a request from the EMS 500. Once the processing in S30 is completed, the process proceeds to S32 described above.

[0053] When ECU16 receives a request for second standby (YES in S41), ECU16 puts vehicle 100 into second standby state in S42, similar to S583 in Figure 3. In the following S43, ECU16 determines whether a predetermined restart condition is met. In this embodiment, the restart condition is met when ECU16 receives a request from control device 310 to release standby. As long as the restart condition is not met (NO in S43), S42 and S43 are repeated, and vehicle 100 remains in second standby state. When the restart condition is met (YES in S43), ECU16 releases vehicle 100 from standby in S44, similar to S585 in Figure 3. After that, the process returns to S12.

[0054] As described above, the power transmission method according to this embodiment includes the processes shown in Figures 2 and 3. The ECU 16 (control device) of the vehicle 100 requests the EVSE 300 (electrical equipment) to go into standby mode during power transmission (S571, S581 in Figure 3), and when this standby request is accepted by the EVSE 300, the vehicle 100 is put into standby mode (S573, S583 in Figure 3). When the restart condition is met while the vehicle 100 is in standby mode, power transmission is resumed (S575, S585 in Figure 3). The ECU 16 then uses the amount of charge stored in the battery 11 (energy storage device) to decide whether to request the EVSE 300 to go into first standby mode or second standby mode.

[0055] With the above configuration, it becomes possible to appropriately switch between a first standby mode, which allows for the early resumption of power transmission, and a second standby mode, which consumes less power, depending on the amount of charge stored in the battery 11.

[0056] More specifically, in the above embodiment, the ECU 16 determines whether to request the EVSE 300 to enter a first standby state or a second standby state based on the first to third requirements (see Figure 3). With this configuration, an appropriate standby state is selected depending on the situation. This makes it possible to suppress delays in resuming power transmission from short-term standby while suppressing power consumption due to long-term standby. In addition, by selecting the second standby state when the amount of charge stored in the battery 11 is less than the first reference value, it is also possible to suppress the battery 11 from becoming too low in power due to power consumption during standby. Furthermore, by selecting the first standby state when the standby time is short, it is possible to suppress an increase in the number of times the high-voltage relay is driven (and consequently, the deterioration of the relay).

[0057] In the above embodiment, the ECU 16 requests both the first and second standby modes in the planned control mode, but does not request either the first or second standby mode in the dynamic control mode (see Figures 3 and 4). This allows the power transmission control (charging control) entrusted to the EVSE 300 in the dynamic control mode to be performed smoothly. However, the embodiment is not limited to this, and the ECU 16 may be configured to request the first standby mode in the dynamic control mode.

[0058] In the above embodiment, a first power transmission, in which electrical equipment sends power to the vehicle for charging the energy storage device, was illustrated. However, the type of power transmission is not limited to the first power transmission (charging). The control shown in Figures 2 and 3 may also be applied to a second power transmission, in which the vehicle sends power discharged from the energy storage device to the electrical equipment, or a third power transmission, in which power is exchanged bidirectionally between the vehicle and the electrical equipment. Note that each of the first and second power transmissions may be conductive power transmission (CPT) or wireless power transmission (WPT). The third power transmission is also called "BPT (Bidirectional Power Transfer)".

[0059] ECU16 may perform the control shown in Figure 4 instead of the control shown in Figure 3. Figure 4 is a flowchart showing a modified version of the process shown in Figure 3. In the process flow shown in Figure 4, S53A and S56 are used instead of S53 to S55 (Figure 3).

[0060] Referring to Figure 4, if it is determined in S52 that the State of Charge (SOC) is Th1 or greater (YES in S52), the process proceeds to S53A. In S53A, the ECU 16 determines whether the elapsed time since the start of standby is greater than or equal to the fourth reference value (Th4). If the vehicle 100 is not in standby mode, it is determined to be NO in S53A, and the process proceeds to S56. In S56, the ECU 16 determines whether the vehicle 100 is in the first standby state. If the vehicle 100 is not in the first standby state (NO in S56), the process proceeds to S571. Then, in S571, a request for the EVSE 300 to enter first standby mode is executed. On the other hand, if the vehicle 100 is in the first standby state (YES in S56), the process proceeds to S573. Then, in S573, the first standby state of the vehicle 100 continues. In Figure 4, steps S571 to S575 execute the same processes as in Figure 3. However, if NO is determined in S574, the process returns to S53A. If a time equivalent to Th4 has elapsed since the start of the first wait (YES in S53A) before it is determined in S574 that the restart condition has been met, the process proceeds to S581. Then, in S581, a request for a second wait (Pause) is made to the EVSE300. In Figure 4, steps S581 to S585 execute the same processes as in Figure 3. Therefore, if the request for a second wait is accepted by the EVSE300 during the first wait (YES in S582), the waiting state of the vehicle 100 switches from the first wait state to the second wait state in S583.

[0061] Even with the control described in the above modified example, when the vehicle is in standby mode with power transmission stopped, it becomes possible to put the vehicle into an appropriate standby state according to the vehicle's status.

[0062] The EVSE 300 shown in Figure 1 is configured to output DC power to the vehicle 100. However, the configuration of the vehicle and EVSE is not limited to the configuration shown in Figure 1. Figure 5 shows a modified version of the configuration shown in Figure 1. In the power transmission system shown in Figure 5, the charger is mounted on the vehicle instead of the EVSE.

[0063] Referring to Figure 5, vehicle 100A includes a charger 31 and a detector 32. The charger 31 includes a power conversion circuit (e.g., an inverter) and is configured to adjust the charging current. The power conversion circuit performs DC (direct current) / AC (alternating current) conversion. The detector 32 includes various sensors that detect charging parameters (current, voltage, etc.) and outputs the detection results to the ECU 15. The ECU 15 controls the charger 31 according to instructions from the ECU 16. The EVSE 300A also includes a control device 310A, a power supply circuit 341, and a detector 342. The power supply circuit 341 converts the 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 320. The detector 342 includes various sensors that detect power supply parameters (current, voltage, etc.) and outputs the detection results to the control device 310A. The EVSE 300A outputs AC power to vehicle 100A. The control device 310A is configured to communicate with the ECU 16 and the EMS 500, respectively. In this power transmission system, the ECU 16 controls the charger 31 to perform charging control of the battery 11. In planned control mode, the ECU 16 controls the charger 31 according to an agreed power transmission profile. In dynamic control mode, the ECU 16 controls the charger 31 according to instructions from the control device 310A.

[0064] The vehicles 100 and 100A shown in Figures 1 and 5 are merely examples of vehicles that transmit power. Other vehicle configurations can also be used. For example, a vehicle may have a configuration that supports both AC and DC charging. Furthermore, a vehicle may be configured to enable contactless charging. Each configuration shown in Figures 1 and 5 may be modified to enable external power supply (power supply from battery 11 to the outside of the vehicle). For example, chargers 331 and 31 may be changed to bidirectional chargers / dischargers. Additionally, the EVSE 300 and 300A shown in Figures 1 and 5 are merely examples of electrical equipment. Any electrical equipment (accessories, devices, power outlets, appliances, etc.) that supplies electrical energy to the EV and communicates with the EV as needed can be used.

[0065] The embodiments disclosed herein should be considered in all respects to be illustrative and not restrictive. The scope of the present invention 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]

[0066] 11 batteries, 15, 16 ECUs, 100, 100A vehicles, 300, 300A EVSEs, 310, 310A control units, 500A EMSs.

Claims

1. A vehicle equipped with a control device and an energy storage device, The vehicle is configured to transmit power between the vehicle and the electrical equipment while communicating with the electrical equipment. The control device is During the power transmission, the system requests the electrical equipment to go into standby mode, and if the electrical equipment accepts this standby request, the vehicle is put into standby mode. The system is configured to resume power transmission when the restart condition is met while the vehicle is in the standby state. The standby state includes a first standby state in which the vehicle is in standby mode with power transmission stopped but communication with the electrical equipment maintained, and a second standby state in which the vehicle is in standby mode with both power transmission and communication with the electrical equipment stopped. The control device uses the amount of energy stored in the energy storage device to determine whether to request the first standby or the second standby from the electrical equipment. The control device is configured to acquire schedule information indicating the restart conditions for the power transmission, The aforementioned restart condition is met when a predetermined waiting time has elapsed since the vehicle entered the standby state. The control device determines whether to request the electrical equipment to perform the first standby or the second standby, using the amount of charge stored in the energy storage device and the standby time indicated by the schedule information.

2. The control device, when the standby condition is met, If the amount of energy stored in the energy storage device is less than the first reference value, the electrical equipment is requested to enter the second standby state. If the aforementioned waiting time is longer than the second reference value, the electrical equipment is requested to perform the second standby. The vehicle according to claim 1, wherein if the amount of charge stored in the energy storage device is greater than the first reference value and the standby time is shorter than the second reference value, a third reference value is set based on the amount of charge stored in the energy storage device, and a decision is made on whether to request the electrical equipment to perform the first standby or the second standby based on whether the standby time is shorter than the third reference value.

3. In the first standby state, the contactor provided in the power transmission path is kept in a closed state. In the second standby state, the contactor provided in the power transmission path is kept open, as described in claim 1.

4. A vehicle equipped with a control device and an energy storage device, The vehicle is configured to transmit power between the vehicle and the electrical equipment while communicating with the electrical equipment. The control device is During the power transmission, the system requests the electrical equipment to go into standby mode, and if the electrical equipment accepts this standby request, the vehicle is put into standby mode. The system is configured to resume power transmission when the restart condition is met while the vehicle is in the standby state. The standby state includes a first standby state in which the vehicle is in standby mode with power transmission stopped but communication with the electrical equipment maintained, and a second standby state in which the vehicle is in standby mode with both power transmission and communication with the electrical equipment stopped. The control device uses the amount of energy stored in the energy storage device to determine whether to request the first standby or the second standby from the electrical equipment. The control device is configured to operate in a first control mode in which the power transmission is initiated by the vehicle, and a second control mode in which the power transmission is initiated by the electrical equipment. A vehicle in which the control device requests the first standby and the second standby when operating in the first control mode, but does not request the second standby when operating in the second control mode.

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