Patent Publication Number: US-2021170898-A1

Title: Vehicle and locking control system

Description:
CROSS REFERENCE TO RELATED APPLICATIONS 
     This nonprovisional application claims priority to Japanese Patent Application No. 2019-219613 filed on Dec. 4, 2019 with the Japan Patent Office, the entire contents of which are hereby incorporated by reference. 
     BACKGROUND 
     Field 
     The present disclosure relates to a vehicle that performs charging of a power storage device mounted on the vehicle, using electric power supplied from a power supply external to the vehicle. 
     Description of the Background Art 
     Japanese Patent Laying-Open No. 2015-23747 discloses a vehicle that performs alternating current (AC) charging to charge a power storage device mounted on the vehicle, using electric power supplied from an AC power supply external to the vehicle through a charging cable. The vehicle includes an inlet connectable to a connector provided at a tip of the charging cable, and a locking device that switches between a locked state in which the connector connected to the inlet cannot be removed from the inlet and an unlocked state in which the connector connected to the inlet can be removed from the inlet. In the vehicle, when the connector is connected to the inlet, the locking device is brought into the locked state, so that removal of the connector from the inlet becomes impossible. That is, at the time of the AC charging, the locking device is brought into the locked state. 
     SUMMARY 
     There may be needs for selecting the state (locked state, unlocked state) of the locking device during charging in accordance with situations or preferences. Therefore, it is conceivable to provide, as an operation mode of the locking device, a first mode of bringing the locking device into the locked state when the connector is connected to the inlet and a second mode of maintaining the locking device in the unlocked state when the connector is connected to the inlet, and make a setting change between these two operation modes. 
     In the above-described configuration, there may arise a case in which the operation mode is switched in a state where the connector is connected to the inlet (in the locked state or in the unlocked state). Depending on specifications of the vehicle, even when the setting change of the operation mode is made, the state of the locking device does not shift in accordance with the setting change of the operation mode. 
     In the case of the vehicle configured in accordance with the above-described specification, when the operation mode is switched in the state where the connector is connected to the inlet, a mismatch (inconsistency) occurs between the operation mode and the state of the locking device. For example, when the connector is connected to the inlet in the first mode, the locking device is brought into the locked state. When the operation mode is switched from the first mode to the second mode in this case, a mismatch occurs in which the locking device is in the locked state although the operation mode is the second mode (unlocked state). For example, when the connector is connected to the inlet in the second mode, the locking device is maintained in the unlocked state. When the operation mode is switched from the second mode to the first mode in this case, a mismatch occurs in which the locking device is in the unlocked state although the operation mode is the first mode. 
     The present disclosure has been made to solve the above-described problem, and an object of the present disclosure is to suppress the occurrence of a mismatch between an operation mode and a state of a locking device in a vehicle including the locking device having a plurality of operation modes. 
     (1) A vehicle according to an aspect of the present disclosure is a vehicle that performs charging of a power storage device mounted on the vehicle, using electric power supplied through a charging cable from a power supply external to the vehicle. The vehicle includes: an inlet to which a connector provided in the charging cable is connectable; a locking device that switches between a locked state and an unlocked state of the connector connected to the inlet and the inlet; and a controller that controls the locking device. The controller sets an operation mode for operating the locking device to a first mode or a second mode, the first mode being a mode of bringing the locking device into the locked state when the connector is connected to the inlet, the second mode being a mode of maintaining the locking device in the unlocked state when the connector is connected to the inlet. The controller does not permit a setting change of the operation mode when the connector is connected to the inlet. 
     According to the above-described configuration, the setting change of the operation mode is not permitted when the connector is connected to the inlet. That is, in a situation in which the connector is connected to the inlet, the setting change of the operation mode is never made. Therefore, the occurrence of a mismatch between the operation mode and the state of the locking device can be suppressed. 
     (2) In an embodiment, the controller permits the setting change of the operation mode when the connector is not connected to the inlet. 
     According to the above-described configuration, the setting change of the operation mode is permitted when the connector is not connected to the inlet. Therefore, the operation mode of the locking device can be selected in accordance with, for example, situations of the vehicle and user&#39;s preferences. 
     (3) In an embodiment, the controller receives a signal for the setting change of the operation mode based on a user operation. The controller changes a setting of the operation mode based on the signal, when the controller permits the setting change of the operation mode. 
     According to the above-described configuration in (3), the user can change the setting of the operation mode when the setting change of the operation mode is permitted, i.e., when the connector is not connected to the inlet. 
     (4) In an embodiment, the vehicle further includes a setting device operated by a user for making the signal. The setting device outputs the signal based on the user operation. 
     According to the above-described configuration in (4), when the setting change of the operation mode is permitted, i.e., when the connector is not connected to the inlet, the user can change the setting of the operation mode by operating the setting device. 
     (5) A locking control system according to another aspect of the present disclosure includes a locking device and a controller that controls the locking device. The locking device switches between a locked state of a connector and an inlet of a vehicle and an unlocked state of the connector and the inlet, the vehicle performing charging of a power storage device mounted on the vehicle, using electric power supplied through a charging cable from a power supply external to the vehicle, the connector being provided in the charging cable and connected to the inlet. The controller sets an operation mode of the locking device to a first mode or a second mode, the first mode being a mode of bringing the locking device into the locked state when the connector is connected to the inlet, the second mode being a mode of maintaining the locking device in the unlocked state when the connector is connected to the inlet. The controller does not permit a setting change of the operation mode when the connector is connected to the inlet. 
     The foregoing and other objects, features, aspects and advantages of the present disclosure will become more apparent from the following detailed description of the present disclosure when taken in conjunction with the accompanying drawings. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         FIG. 1  is an overall configuration diagram of a charging system of a vehicle according to an embodiment. 
         FIG. 2  shows an example circuit configuration of the charging system. 
         FIG. 3  shows a correspondence relationship among states of switches SW 1  and SW 2 , a potential of a pilot signal CPLT, and a state of a CCID relay. 
         FIG. 4  shows a structure of an inlet and a structure around the inlet. 
         FIG. 5  is a cross-sectional view (No. 1) taken along V-V in  FIG. 4 . 
         FIG. 6  is a cross-sectional view (No. 2) taken along V-V in  FIG. 4 . 
         FIG. 7  is a flowchart showing a procedure of a process performed by an ECU. 
         FIG. 8  is a diagram for illustrating a setting change of an operation mode of a locking device. 
     
    
    
     DETAILED DESCRIPTION 
     An embodiment of the present disclosure will be described in detail hereinafter with reference to the drawings, in which the same or corresponding portions are denoted by the same reference characters and description thereof will not be repeated. 
     &lt;Overall Configuration&gt; 
       FIG. 1  is an overall configuration diagram of a charging system of a vehicle  1  according to the present embodiment. The charging system is a system for performing external charging to charge a battery  100  mounted on vehicle  1 , using electric power supplied from a charging facility external to vehicle  1 . In the present embodiment, description will be given of a case in which AC charging for charging battery  100  mounted on vehicle  1  using AC power supplied from a charging facility  500  provided, for example, at home is performed as the external charging. In the present embodiment, the case of using the AC power supplied from charging facility  500  provided at home or the like will be described as an example of the AC charging. However, AC power supplied from, for example, a public charging facility (charging stand) may be used. 
     Referring to  FIG. 1 , the charging system includes vehicle  1 , a charging cable  400  and charging facility  500 . 
     Charging facility  500  includes an AC power supply  510  and an electrical outlet  520 . Electrical outlet  520  is, for example, an AC electrical outlet for general household use. 
     During the AC charging, charging facility  500  and vehicle  1  are connected by charging cable  400 . Charging cable  400  includes an AC power line  440 , a charging connector  410  provided at one end of AC power line  440 , a plug  420  provided at the other end of AC power line  440 , and a charging circuit interrupt device (hereinafter, also referred to as “CCID”)  430  provided on AC power line  440 . Charging connector  410  is connectable to an inlet  220  of vehicle  1 . Plug  420  is connectable to electrical outlet  520  of charging facility  500 . CCID  430  is a circuit for switching between supply and cutoff of electric power from charging facility  500  to vehicle  1 . 
     Vehicle  1  is an electric vehicle that travels by driving a not-shown traveling motor using electric power stored in battery  100 . Vehicle  1  may be any vehicle as long as it performs the external charging of battery  100 , and vehicle  1  may be, for example, a fuel cell vehicle or a plug-in hybrid vehicle. 
     Vehicle  1  includes battery  100  and an electronic control unit (ECU)  300 . In addition, vehicle  1  includes a charging lid  2 , a charger  200  and inlet  220  as a configuration for performing the AC charging. 
     Battery  100  is mounted on vehicle  1  as a driving power source (i.e., motive power source) for vehicle  1 . Battery  100  includes a plurality of stacked cells. Each cell is, for example, a secondary cell such as a nickel metal-hydride cell or a lithium ion cell. Each cell may be a cell having a liquid electrolyte between a positive electrode and a negative electrode, or may be a cell having a solid electrolyte (all-solid-state cell). Battery  100  may be any battery as long as it is a rechargeable DC power supply, and a large-capacitance capacitor can also be used. 
     ECU  300  includes a central processing unit (CPU)  310  (see  FIG. 2 ), a memory (not shown), and an input and output buffer (not shown). ECU  300  receives the signals from the sensors and the like and outputs the control signals to the respective devices, and controls the respective devices. The control may be implemented by not only software but also dedicated hardware (electric circuit). 
     Charging connector  410  of charging cable  400  is connectable to inlet  220 . Inlet  220  is covered with charging lid  2  during the normal time. When charging lid  2  is opened, the user can connect charging connector  410  to inlet  220 . During the AC charging, charging connector  410  is connected to inlet  220 . 
     Charger  200  converts AC power received at inlet  220  into DC power that can be charged into battery  100 , and outputs the DC power to battery  100 . Charger  200  is controlled by ECU  300 . 
     A locking device  50  is provided near inlet  220 . Locking device  50  switches between a locked state in which insertion and removal of charging connector  410  (charging cable  400 ) connected to inlet  220  into and from inlet  220  are restricted and an unlocked state in which charging connector  410  connected to inlet  220  can be inserted into and removed from inlet  220 . A configuration of locking device  50  will be described with reference to  FIGS. 4 to 6  below. 
       FIG. 2  shows an example circuit configuration of the charging system. In  FIG. 2 , charging connector  410  of charging cable  400  is connected to inlet  220 . ECU  300  of vehicle  1  receives a connection signal PISW having a potential that changes in accordance with a connection state between inlet  220  and charging connector  410 . Based on the potential of connection signal PISW, ECU  300  determines whether or not charging connector  410  is connected to inlet  220 . 
     When charging cable  400  is connected to charging facility  500  and inlet  220 , ECU  300  receives a pilot signal CPLT from CCID  430  of charging cable  400  through a signal line L 1 . Pilot signal CPLT is a signal for providing a notification about a rated current of charging cable  400  from a CPLT control circuit  470  to ECU  300 . In addition, pilot signal CPLT has a potential controlled by ECU  300  of vehicle  1  and is used as a signal for remotely controlling a CCID relay  450  from ECU  300 . 
     CCID  430  in charging cable  400  includes CCID relay  450 , a CCID control unit  460 , CPLT control circuit  470 , an electromagnetic coil  471 , an electric leakage detector  480 , a voltage sensor  481 , and a current sensor  482 . 
     CCID relay  450  is provided in a power feeding path to vehicle  1  and is controlled by CPLT control circuit  470 . When CCID relay  450  is in an open state, the power feeding path is cut off, and thus, electric power cannot be supplied from charging facility  500  to vehicle  1 . When CCID relay  450  is in a closed state, electric power can be supplied from charging facility  500  through charging cable  400  to vehicle  1 . 
     CCID control unit  460  includes a CPU, a memory, an input and output port, and the like (all are not shown). CCID control unit  460  inputs and outputs the signals to and from various sensors and CPLT control circuit  470 , and controls the operation of CPLT control circuit  470 . 
     CPLT control circuit  470  outputs pilot signal CPLT to ECU  300  through charging connector  410  and inlet  220 . Pilot signal CPLT has a potential controlled by ECU  300  of vehicle  1  and is used as a signal for remotely controlling CCID relay  450  from ECU  300 . CPLT control circuit  470  controls CCID relay  450  based on the potential of pilot signal CPLT. Pilot signal CPLT is also used as a signal for providing a notification about the rated current of charging cable  400  from CPLT control circuit  470  to ECU  300 . 
     Specifically, CPLT control circuit  470  includes an oscillator  472 , a resistor R 20  and a voltage sensor  473 . 
     When the potential of pilot signal CPLT detected by voltage sensor  473  is a defined potential V 1  (e.g., 12 V), oscillator  472  outputs non-oscillating pilot signal CPLT. When the potential of pilot signal CPLT drops to a potential V 2  (e.g., 9 V) lower than above-described defined potential V 1 , oscillator  472  is controlled by CCID control unit  460  and outputs pilot signal CPLT that oscillates at a defined frequency (e.g., 1 kHz) and duty cycle. 
     The duty cycle of pilot signal CPLT is set in accordance with the rated current of charging cable  400 . ECU  300  of vehicle  1  can detect the rated current of charging cable  400  based on the duty cycle of pilot signal CPLT received from CPLT control circuit  470  through signal line L 1 . 
     When the potential of pilot signal CPLT drops to V 3  (e.g., 6 V) that is further lower than V 2 , CPLT control circuit  470  supplies a current to electromagnetic coil  471 . When the current is supplied from CPLT control circuit  470  to electromagnetic coil  471 , electromagnetic coil  471  generates electromagnetic force and CCID relay  450  enters the closed state. As a result, a power feeding voltage (voltage from charging facility  500 ) is applied to inlet  220  of vehicle  1  through charging cable  400 . 
     Electric leakage detector  480  is provided at some midpoint in AC power line  440  of charging cable  400  within CCID  430 , to detect the presence or absence of electric leakage. Specifically, electric leakage detector  480  detects an equilibrium state of currents flowing, in opposite directions, through a pair of power lines that form AC power line  440 , and detects the occurrence of electric leakage when the equilibrium state is broken. When the electric leakage is detected by electric leakage detector  480 , power feeding to electromagnetic coil  471  is stopped and CCID relay  450  enters the open state. 
     When plug  420  of charging cable  400  is inserted into electrical outlet  520 , voltage sensor  481  detects a power supply voltage transmitted from charging facility  500 , and provides a notification about the detected value to CCID control unit  460 . Current sensor  482  detects a charging current flowing through AC power line  440 , and provides a notification about the detected value to CCID control unit  460 . 
     Resistors R 6  and R 7  and a switch SW 20  are provided in charging connector  410 . Resistors R 6  and R 7  and switch SW 20  form a circuit that detects the connection state between charging connector  410  and inlet  220 , together with a power supply node  350  and a pull-up resistor R 10  provided in ECU  300  of vehicle  1  and a resistor R 5  provided in inlet  220 . 
     Resistors R 6  and R 7  are connected in series between a ground line L 2  and a connection signal line L 3 . Switch SW 20  is connected in parallel with resistor R 7 . Switch SW 20  is implemented by, for example, a limit switch, and a contact point thereof is closed when charging connector  410  is connected to inlet  220 . In addition, switch SW 20  and push button  415  provided on charging connector  410  work together. Push button  415  is operated by the user when the user removes charging connector  410  from inlet  220 . When push button  415  is not pressed, switch SW 20  is in a closed state. When push button  415  is pressed, switch SW 20  enters an open state. 
     With the above-described circuit configuration, in a state where charging connector  410  is not connected to inlet  220 , a signal having a potential Vx determined by a voltage of power supply node  350 , pull-up resistor R 10  and resistor R 5  is generated in connection signal line L 3  as connection signal PISW. 
     In a state where charging connector  410  is connected to inlet  220  (push button  415  is not operated), a signal having a potential Vy determined by the voltage of power supply node  350 , pull-up resistor R 10  and resistors R 5  and R 6  is generated in connection signal line L 3  as connection signal PISW. When push button  415  is operated in a state where charging connector  410  is inserted into inlet  220 , a signal having a potential Vz determined by the voltage of power supply node  350 , pull-up resistor R 10  and resistors R 5  to R 7  is generated in connection signal line L 3  as connection signal PISW. Therefore, ECU  300  can detect the connection state between charging connector  410  and inlet  220  by detecting the potential of connection signal PISW. 
     In vehicle  1 , ECU  300  further includes CPU  310 , a resistance circuit  320 , and input buffers  330  and  340 , in addition to above-described power supply node  350  and pull-up resistor R 10 . 
     Resistance circuit  320  is a circuit for controlling the potential of pilot signal CPLT communicated through signal line L 1 . Resistance circuit  320  includes pull-down resistors R 1  and R 2  and switches SW 1  and SW 2 . Pull-down resistor R 1  and switch SW 1  are connected in series between signal line L 1  through which pilot signal CPLT is communicated and a vehicle earth  360 . Pull-down resistor R 2  and switch SW 2  are also connected in series between signal line L 1  and vehicle earth  360 . Switches SW 1  and SW 2  are controlled to an electrically conductive (on) state or an electrically non-conductive (off) state in accordance with control signals S 1  and S 2  from CPU  310 , respectively. 
     Input buffer  330  is a circuit for introducing pilot signal CPLT into CPU  310  from signal line L 1 . Input buffer  340  is a circuit for introducing connection signal PISW into CPU  310  from connection signal line L 3 . 
     CPU  310  receives pilot signal CPLT from input buffer  330 . In addition, CPU  310  receives connection signal PISW from input buffer  340 . CPU  310  detects the potential of connection signal PISW, and detects the connection state between inlet  220  and charging connector  410  based on the potential of connection signal PISW. In addition, CPU  310  detects the rated current of charging cable  400  by detecting the oscillation state and the duty cycle of pilot signal CPLT. 
     Furthermore, when charging connector  410  is connected to inlet  220 , CPU  310  controls the potential of pilot signal CPLT by controlling switches SW 1  and SW 2  in resistance circuit  320 , and requests supply and stop of electric power for charging facility  500 . Specifically, CPU  310  controls the potential of pilot signal CPLT, to thereby remotely control CCID relay  450  in charging cable  400 . 
     When the contact point of CCID relay  450  in charging cable  400  is closed as a result of remote control by CPU  310 , AC power from charging facility  500  is provided to charger  200  and preparation for AC charging is completed. CPU  310  controls charger  200  to convert the AC power from charging facility  500  into DC power that can be charged into battery  100  and output the DC power to battery  100 . Thus, AC charging of battery  100  is performed. 
       FIG. 3  shows a correspondence relationship among the states of switches SW 1  and SW 2 , the potential of pilot signal CPLT, and the state of CCID relay  450 . In  FIG. 3 , the horizontal axis represents the time, and the vertical axis represents the potential of pilot signal CPLT, the states of switches SW 1  and SW 2 , and the state of CCID relay  450 . 
     Before time t 1 , charging cable  400  is not connected to vehicle  1  and charging facility  500 . In this state, each of switches SW 1  and SW 2  and CCID relay  450  are off and the potential of pilot signal CPLT is 0 V. 
     When plug  420  of charging cable  400  is connected to electrical outlet  520  of charging facility  500  at time t 1 , CPLT control circuit  470  generates pilot signal CPLT in accordance with the electric power from charging facility  500 . At time t 1 , charging connector  410  of charging cable  400  is not connected to inlet  220 . The potential of pilot signal CPLT is V 1  (e.g., 12 V) and pilot signal CPLT is in a non-oscillating state. 
     When charging connector  410  is connected to inlet  220  at time t 2 , the potential of connection signal PISW input to CPU  310  changes. In response to the change in potential of connection signal PISW, CPU  310  turns on switch SW 2 . As a result, the potential of pilot signal CPLT drops to V 2  (e.g., 9 V) by pull-down resistor R 2 . 
     When CCID control unit  460  detects that the potential of pilot signal CPLT has dropped to V 2 , CCID control unit  460  outputs an oscillation instruction to oscillator  472  and oscillates pilot signal CPLT at time t 3 . 
     When CPU  310  detects that pilot signal CPLT has been oscillated, CPU  310  detects the rated current of charging cable  400  based on the duty cycle of pilot signal CPLT. Then, at time t 4 , CPU  310  turns on switch SW 1 , in addition to switch SW 2 . As a result, the potential of pilot signal CPLT further drops to V 3  (e.g., 6 V) by pull-down resistor R 1 . 
     When the potential of pilot signal CPLT drops to V 3  at time t 5 , the contact point of CCID relay  450  is closed by CPLT control circuit  470 . As a result, the electric power from charging facility  500  is transmitted to vehicle  1  through charging cable  400 . Thereafter, in vehicle  1 , charger  200  (see  FIG. 1 ) is controlled by CPU  310 , and thus, AC charging of battery  100  is started. 
       FIG. 4  shows a structure of inlet  220  and a structure around inlet  220 .  FIGS. 5 and 6  are cross-sectional views taken along V-V in  FIG. 4  when charging connector  410  is connected to inlet  220 . Connection between charging connector  410  and inlet  220  and a configuration of locking device  50  will be described with reference to  FIGS. 4 to 6 . 
     Charging connector  410  of charging cable  400  is provided with a link  411 . Link  411  is rotatably attached around a shaft  412 . One end of link  411  is provided with a protruding portion that engages with a projection  221  of inlet  220 , and the other end of link  411  is provided with a push button  415 . Link  411  is elastically biased with respect to a main body of charging connector  410  by a spring  414  (see  FIGS. 5 and 6 ). 
     When charging connector  410  is inserted into inlet  220 , the protruding portion of link  411  engages with projection  221  of inlet  220  (see a state of link  411  and projection  221  in  FIG. 5 ). Therefore, charging connector  410  is not detached from inlet  220 . 
     Locking device  50  is provided above (near) inlet  220 . As described above, locking device  50  switches between the locked state in which insertion and removal of charging connector  410  connected to inlet  220  into and from inlet  220  are restricted and the unlocked state in which charging connector  410  connected to inlet  220  can be inserted into and removed from inlet  220 . 
     Locking device  50  includes a lock bar  52  that slides vertically, and an electromagnetic actuator  51  that slides lock bar  52 . 
     In the locked state, lock bar  52  is slid downward and fixed at a position that is in contact with an upper surface of link  411  (see  FIG. 5 ). As a result, even when push button  415  is pressed, rotation of link  411  is suppressed by lock bar  52 , which prevents the protruding portion of link  411  from rising and being removed from projection  221  of inlet  220 . That is, even when the user presses push button  415 , the user cannot remove charging connector  410  from inlet  220 . 
     In the unlocked state, lock bar  52  is slid upward and fixed at a position that does not suppress rotation of link  411  (see  FIG. 6 ). As a result, lock bar  52  does not suppress rotation of link  411 , and thus, when push button  415  is pressed, link  411  rotates around shaft  412  and the protruding portion provided at the end opposite to push button  415  rises. As a result, the protruding portion of link  411  is removed from projection  221  of inlet  220 , and thus, charging connector  410  can be removed from inlet  220 . That is, when the user presses push button  415 , the user can remove charging connector  410  from inlet  220 . 
     &lt;First Mode and Second Mode&gt; 
     In vehicle  1  configured as described above, ECU  300  of vehicle  1  has a first mode and a second mode as an operation mode of locking device  50 . The first mode is a mode of bringing locking device  50  into the locked state when charging connector  410  is connected to inlet  220 . The second mode is a mode of maintaining locking device  50  in the unlocked state when charging connector  410  is connected to inlet  220 . 
     Referring again to  FIG. 1 , vehicle  1  further includes a setting device  600 . Setting device  600  is a device for setting the operation mode of locking device  50 . The user of vehicle  1  can set the operation mode of locking device  50  by operating setting device  600 . Setting device  600  is, for example, a dedicated device for setting the operation mode of locking device  50 , and selects a setting of the operation mode based on a user&#39;s touch operation. Setting device  600  is not limited to the above-described configuration. For example, a not-shown navigation device may function as setting device  600 , or a multi-information display and a controller thereof (both are not shown) and the like may function as setting device  600 . Alternatively, setting device  600  may be a physical changeover switch (e.g., toggle switch) that sets (switches) the operation mode of locking device  50  to the first mode or the second mode. 
     By operating setting device  600 , the user of vehicle  1  can select the operation mode of locking device  50  in accordance with situations of vehicle  1  and user&#39;s preferences. The situations of vehicle  1  refer to various situations such as, for example, the case of performing the AC charging in a garage at home or the case of performing the AC charging outdoors. 
     Setting device  600  outputs a signal corresponding to the user operation to ECU  300 . For example, when an operation for setting the operation mode to the first mode is performed, setting device  600  outputs, to ECU  300 , a signal indicating that the first mode has been selected. For example, when an operation for setting the operation mode to the second mode is performed, setting device  600  outputs, to ECU  300 , a signal indicating that the second mode has been selected. When ECU  300  permits a setting change of the operation mode as described below, ECU  300  makes the setting change of the operation mode in accordance with the signal received from setting device  600 . 
     When connection of charging connector  410  to inlet  220  is detected, ECU  300  of vehicle  1  operates locking device  50  based on the set operation mode. 
     In the case where the operation mode of locking device  50  is set to the first mode, ECU  300  brings locking device  50  into the locked state when charging connector  410  is connected to inlet  220 . In addition, in the case where the operation mode of locking device  50  is set to the first mode, ECU  300  brings locking device  50  into the unlocked state when the AC charging is completed. Alternatively, ECU  300  may bring locking device  50  into the unlocked state in conjunction with an operation for unlocking a door of vehicle  1 . Alternatively, ECU  300  may bring locking device  50  into the unlocked state in response to an operation of a separately provided release switch. The release switch can be provided on, for example, inlet  220 , a smart key of vehicle  1 , or the like. 
     In the case where the operation mode of locking device  50  is set to the second mode, ECU  300  of vehicle  1  maintains locking device  50  in the unlocked state when charging connector  410  is connected to inlet  220 . In the second mode, the AC charging is performed with locking device  50  being in the unlocked state. Therefore, a sequence for bringing locking device  50  into the unlocked state when the AC charging is completed is not incorporated. 
     ECU  300  of vehicle  1  according to the present embodiment does not shift the state of locking device  50  in accordance with the setting change of the operation mode of locking device  50 . Specifically, even when the setting change of the operation mode is made in the state where charging connector  410  is connected to inlet  220 , the state of locking device  50  does not shift. More specifically, for example, (1) in the case where the operation mode is set to the first mode, locking device  50  is brought into the locked state when charging connector  410  is connected to inlet  220 . Even when the setting change of the operation mode from the first mode to the second mode is made in this state, locking device  50  is not brought into the unlocked state and is maintained in the locked state. For example, (2) in the case where the operation mode is set to the second mode, locking device  50  is maintained in the unlocked state when charging connector  410  is connected to inlet  220 . Even when the setting change of the operation mode from the second mode to the first mode is made in this state, locking device  50  is not brought into the locked state and is maintained in the unlocked state. 
     When the operation mode is changed in the state where charging connector  410  is connected to inlet  220  as in the cases of (1) and (2) described above, a mismatch (inconsistency) between the operation mode and the state of locking device  50  occurs. 
     In the case of (1) described above, the setting change of the operation mode to the second mode is made in a state where locking device  50  is in the locked state. Therefore, even when the AC charging is completed, for example, locking device  50  is not brought from the locked state into the unlocked state, and thus, the locked state is not released. Therefore, the user of vehicle  1  needs to perform another operation for bringing locking device  50  into the unlocked state, such as, for example, the operation of the release switch. 
     In the case of (2) described above, the setting change of the operation mode to the first mode is made in a state where locking device  50  is in the unlocked state. The setting change of the operation mode to the first mode may, for example, cause the user of vehicle  1  to misrecognize that charging cable  400  has been locked (locking device  50  has been brought into the locked state). Actually, however, locking device  50  is maintained in the unlocked state. Therefore, after the user leaves vehicle  1 , for example, a third person can disconnect charging connector  410  from inlet  220 , and thus, charging cable  400  may be stolen. 
     Accordingly, vehicle  1  according to the present embodiment permits the setting change (switching) of the operation mode of locking device  50  when charging connector  410  is not connected to inlet  220 , and does not permit the setting change of the operation mode of locking device  50  when charging connector  410  is connected to inlet  220 . That is, the operation mode is changeable when charging connector  410  is not connected to inlet  220 , and the operation mode is not changed when charging connector  410  is connected to inlet  220 . Since the setting change of the operation mode is not permitted in the state where charging connector  410  is connected to inlet  220 , the occurrence of a mismatch between the operation mode and the state of locking device  50  can be suppressed. 
     More specifically, ECU  300  of vehicle  1  determines permission/non-permission of the setting change of locking device  50  based on the potential of connection signal PISW. 
     When ECU  300  is receiving connection signal PISW having potential Vx determined by the voltage of power supply node  350 , pull-up resistor R 10  and resistor R 5 , ECU  300  determines that charging connector  410  is not connected to inlet  220 , and permits the setting change of the operation mode of locking device  50 . 
     When ECU  300  is receiving connection signal PISW having potential Vy determined by the voltage of power supply node  350 , pull-up resistor R 10  and resistors R 5  and R 6 , ECU  300  determines that charging connector  410  is connected to inlet  220 , and does not permit the setting change of the operation mode of locking device  50 . 
     When ECU  300  is receiving connection signal PISW having potential Vz determined by the voltage of power supply node  350 , pull-up resistor R 10  and resistors R 5  to R 7 , ECU  300  determines that charging connector  410  is connected to inlet  220 . In this case as well, ECU  300  does not permit the setting change of the operation mode of locking device  50 . When ECU  300  is receiving connection signal PISW having potential Vz, ECU  300  may permit the setting change of the operation mode of locking device  50 . 
     &lt;Process Performed by ECU&gt; 
       FIG. 7  is a flowchart showing a procedure of a process performed by ECU  300 . The process of the flowchart shown in  FIG. 7  is started when a condition is satisfied, and is repeatedly performed every prescribed control period. The condition includes, for example, startup of vehicle  1  or detection of the input of pilot signal CPLT by ECU  300 . Each step (abbreviated as “S” hereinafter) in the flowchart shown in  FIG. 7  is described as being implemented by software processing by ECU  300 . However, a part or all of the steps may be implemented by hardware (electric circuit) formed in ECU  300 . 
     ECU  300  determines whether or not charging connector  410  is connected to inlet  220  (S 10 ). Specifically, as described above, ECU  300  determines whether or not charging connector  410  is connected to inlet  220 , based on the potential of connection signal PISW. 
     When ECU  300  determines that charging connector  410  is not connected to inlet  220  (NO in S 10 ), ECU  300  permits the setting change of the operation mode of locking device  50  (S 20 ). In this case, ECU  300  changes (switches) the operation mode of locking device  50  based on, for example, the user operation of setting device  600 . 
     In contrast, when ECU  300  determines that charging connector  410  is connected to inlet  220  (YES in S 10 ), ECU  300  does not permit the setting change of the operation mode of locking device  50  (S 30 ). In this case, even when the user operation of setting device  600  is performed, for example, ECU  300  disables this operation and does not change (switch) the operation mode of locking device  50 . As one modification of the case of not permitting the setting change of the operation mode, an operation for making a setting change of an operation mode of setting device  600  may be made impossible. When setting device  600  is a physical changeover switch, a lever is fixed to prevent switching of the switch. 
       FIG. 8  is a diagram for illustrating the setting change of the operation mode of locking device  50 .  FIG. 8  shows transition of the connection state between inlet  220  and charging connector  410 , and permission/non-permission of the setting change of the operation mode at each time. 
     Referring to  FIG. 8 , before time ta, charging connector  410  is not connected to inlet  220 . Vehicle  1  is, for example, traveling or in a stop state. Since charging connector  410  is not connected to inlet  220  before time ta, the setting change of the operation mode of locking device  50  is permitted. The user can switch the operation mode of locking device  50  by operating setting device  600  (see  FIG. 1 ). 
     At time ta, charging connector  410  is connected to inlet  220  in order to perform the AC charging. Since charging connector  410  is connected to inlet  220 , the setting change of the operation mode of locking device  50  is switched to non-permission. In this case, even if the user operates setting device  600 , the operation mode is not switched. That is, the operation mode set at time ta is maintained. 
     At time tb, the AC charging is ended and charging connector  410  is disconnected from inlet  220 . That is, since charging connector  410  is not connected to inlet  220 , the setting change of the operation mode of locking device  50  is permitted again. 
     As described above, vehicle  1  according to the present embodiment has the first mode and the second mode as the operation mode of locking device  50 . When charging connector  410  of charging cable  400  is not connected to inlet  220 , vehicle  1  permits the setting change of the operation mode based on the operation of setting device  600 . As a result, the user can select the operation mode suitable for user&#39;s preferences or situations. 
     When charging connector  410  is connected to inlet  220 , vehicle  1  according to the present embodiment does not permit the setting change of the operation mode. As a result, the occurrence of a mismatch between the operation mode and the state of the locking device can be suppressed. 
     [First Modification] 
     In the embodiment, description has been given of the example in which the external charging is implemented by the AC charging. However, the external charging is not limited to the AC charging and may be DC charging to charge battery  100  mounted on vehicle  1 , using electric power supplied from a DC power supply external to vehicle  1 . The present disclosure is also applicable to the DC charging, similarly to the AC charging. 
     [Second Modification] 
     In the embodiment, description has been given of the example in which setting device  600  is provided in vehicle  1 . However, setting device  600  is not limited to a device provided in vehicle  1 . For example, setting device  600  may include a device provided outside vehicle  1 , in addition to or instead of the device provided in vehicle  1 . In a second modification, description will be given of an example in which the charging system further includes a smartphone  600 A (see  FIG. 1 ) of the user as setting device  600 . 
     Smartphone  600 A performs wireless bidirectional communication with ECU  300 . Prescribed application software is installed on smartphone  600 A. Smartphone  600 A makes the setting change of the operation mode of locking device  50  in response to an operation performed on an image displayed while the application software is being activated. For example, when the user performs an operation for selecting the first mode on smartphone  600 A, smartphone  600 A outputs, to ECU  300 , a signal indicating that the first mode has been selected. For example, when the user performs an operation for selecting the second mode on smartphone  600 A, smartphone  600 A outputs, to ECU  300 , a signal indicating that the second mode has been selected. When ECU  300  permits the setting change of the operation mode, ECU  300  makes the setting change of the operation mode in accordance with the signal received from smartphone  600 A. 
     As described above, ECU  300  receives the signal from the device (smartphone  600 A) provided outside vehicle  1 , which can produce an effect similar to that of the embodiment. 
     [Third Modification] 
     In the embodiment, description has been given of the example in which locking device  50  is provided in vehicle  1 . However, the function of locking device  50  is not limited to being provided on the vehicle  1  side. For example, the function of locking device  50  may be provided on the charging cable  400  side. In a third modification, description will be given of an example in which the function of locking device  50  is provided on the charging cable  400  side. 
     In the third modification, push button  415  provided on charging connector  410  functions as a locking device. Specifically, push button  415  switches between the locked state and the unlocked state. In the locked state, push button  415  is fixed by, for example, a not-shown actuator so as not to move even when the user pushes push button  415 . In the unlocked state, push button  415  is not fixed. 
     The switching between the locked state and the unlocked state by push button  415  is controlled by, for example, CCID control unit  460 . Similarly to ECU  300  according to the embodiment, CCID control unit  460  has a first mode and a second mode as an operation mode of push button  415 . Based on the potential of pilot signal CPLT, CCID control unit  460  detects that charging connector  410  has been connected to inlet  220 . Specifically, by detecting a drop in potential of pilot signal CPLT to V 2 , CCID control unit  460  detects that charging connector  410  has been connected to inlet  220 . 
     CCID control unit  460  permits a setting change of the operation mode of push button  415  when charging connector  410  is not connected to inlet  220 , and does not permit the setting change of the operation mode of push button  415  when charging connector  410  is connected to inlet  220 . In the third modification as well, the setting change of the operation mode is not permitted in the state where charging connector  410  is connected to inlet  220 . Therefore, the occurrence of a mismatch between the operation mode and the state of push button  415  can be suppressed. 
     While the embodiment of the present disclosure has been described, it should be understood that the embodiment disclosed herein is illustrative and non-restrictive in every respect. The scope of the present disclosure is defined by the terms of the claims and is intended to include any modifications within the scope and meaning equivalent to the terms of the claims.