Power receiving control method and power receiving control device for power storage element

Abstract

A method for controlling power reception of an electric storage element controls the power received by an electric storage element (EV) in an electric power system that supplies electric energy to a load group (11) including a plurality of electric storage elements (EV) via a power supply base station (10). In the power reception control method, a difference power is obtained by subtracting the current value of the total power transmission from the maximum value of the total power transmission that can be transmitted to the entire load group (11) via the power supply base station (10), the priority of the electric storage element (EV) is calculated based on a numerical value indicating a request of a user of the electric storage element, the difference power is multiplied by the priority of the electric storage element (EV) to calculate the element difference power, and the element difference power is added to the last element power reception to update the element power reception.

Description

Technical Field

[0001] The present invention relates to a method for controlling power reception of a power storage element and a device for controlling power reception of a power storage element. Background Art

[0002] Japanese Patent Gazette No. 6168528 (Patent Document 1) describes a technique for controlling the power consumption of each power consumption element based on a constraint on the total power consumption of a group including a plurality of power consumption elements. Specifically, the following items are described. The multi-address transmission element multi-addresses a function (total power consumption adjustment indication value) of the difference between the current value of the total power consumption and the reference value of the total power consumption to the group. Each power consumption element controls its own power consumption using the function and the priority assigned to itself. The current value of the total power consumption of the entire group is thereby constrained to converge to the reference value of the total power consumption. As a result, each power consumption element can be controlled independently relative to the power control multi-address transmission element and other power consumption elements.

[0003] Patent Document 1: Japanese Patent No. 6168528 Summary of the invention

[0004] However, in Patent Document 1, the user's request for each power consumption element is not taken into consideration when setting the priority. Therefore, even if the difference between the current value of total power consumption and the reference value of total power consumption can be equally distributed to each power consumption element, the distribution of the difference cannot reflect the different user's requests for each power consumption element.

[0005] The present invention has been made in view of the above problems, and an object of the present invention is to provide a power reception control method and a power reception control device for power storage elements that can average the charging rates of a plurality of power storage elements and appropriately distribute electric power in accordance with requests from users of the power storage elements.

[0006] One embodiment of the present invention is a method for controlling power reception of a power storage element, in which, in a power system that supplies electric energy to a load group including a plurality of power storage elements via a power supply base station, a processing cycle is repeatedly executed to control the power received by the power storage element. The processing cycle includes the steps of obtaining a difference power obtained by subtracting a current value of the total power transmitted to the entire load group via the power supply base station from the maximum value of the total power transmitted to the entire load group via the power supply base station, calculating the priority of the power storage element based on a numerical value representing a request of a user of the power storage element, multiplying the difference power by the priority of the power storage element to calculate the element difference power, and adding the element difference power to the element power received in the previous processing cycle to update the element power received.

[0007] Effects of the Invention

[0008] According to one aspect of the present invention, the charging rates of a plurality of power storage elements are averaged, and electric power can be appropriately distributed in accordance with requests from users of the respective power storage elements. BRIEF DESCRIPTION OF THE DRAWINGS

[0009] Figure 1 This is a block diagram showing the configuration of a power reception control device and peripheral devices of the electric vehicle EV1 according to the first embodiment.

[0010] Figure 2 yes Figure 1 A flowchart showing the processing steps (a) to (e) executed by the power receiving control device arranged in time series.

[0011] Figure 3 This is a block diagram showing the configuration of a power reception control device and peripheral devices of the electric vehicle EV1 according to a first modification of the first embodiment.

[0012] Figure 4 This is a block diagram showing the configuration of a power reception control device and peripheral devices of the electric vehicle EV1 according to a second modification of the first embodiment.

[0013] Figure 5A This is a table showing the simulation conditions of the first embodiment.

[0014] Figure 5B These are a plurality of graphs showing simulation results of the first embodiment. The four graphs on the left side relate to the reference example, and the four graphs on the right side relate to the first embodiment.

[0015] Fig. 6A This is a table showing simulation conditions of the second embodiment.

[0016] Figure 6B These are a plurality of graphs showing simulation results of the second embodiment. The four graphs on the left side relate to the reference example, and the four graphs on the right side relate to the second embodiment.

[0017] Fig. 7A This is a table showing the first simulation conditions of the third embodiment.

[0018] Figure 7B These are a plurality of graphs showing the first simulation results of the third embodiment. The four graphs on the left side relate to the reference example, and the four graphs on the right side relate to the third embodiment.

[0019] Fig. 8A This is a table showing the second simulation conditions of the third embodiment.

[0020] Figure 8BThese are a plurality of graphs showing the second simulation results of the third embodiment. The four graphs on the left side relate to the reference example, and the four graphs on the right side relate to the third embodiment.

[0021] Fig.9A This is a table showing the third simulation condition of the third embodiment.

[0022] Fig. 9B These are a plurality of graphs showing the third simulation results of the third embodiment. The four graphs on the left side relate to the reference example, and the four graphs on the right side relate to the third embodiment.

[0023] Fig. 10A This is a table showing the simulation conditions of the fourth embodiment.

[0024] Fig. 10B These are a plurality of graphs showing simulation results of the fourth embodiment. The four graphs on the left side relate to the reference example, and the four graphs on the right side relate to the fourth embodiment.

[0025] Fig.11A This is a table showing the simulation conditions of the fifth embodiment.

[0026] Fig. 11B These are a plurality of graphs showing simulation results of the fifth embodiment. The four graphs on the left side relate to the reference example, and the four graphs on the right side relate to the fifth embodiment.

[0027] Fig. 12A This is a table showing the simulation conditions of the third modified example.

[0028] Fig. 12B These are a plurality of graphs showing simulation results of the third modification example. The four graphs on the left side relate to the reference example, and the four graphs on the right side relate to the third modification example.

[0029] Fig.13A This is a table showing the simulation conditions of the fourth modified example.

[0030] Fig. 13B These are a plurality of graphs showing simulation results of the fourth variant example. The four graphs on the left side relate to the reference example, and the four graphs on the right side relate to the fourth variant example.

[0031] Fig.14A This is a table showing the simulation conditions of the fifth variation.

[0032] Fig. 14B These are a plurality of graphs showing simulation results of the fifth variant example. The four graphs on the left side relate to the reference example, and the four graphs on the right side relate to the fifth variant example.

[0033] Fig.15A This is a table showing the simulation conditions of the sixth variation.

[0034] Fig. 15B These are a plurality of graphs showing simulation results of the sixth variant. The four graphs on the left relate to the fifth variant, and the four graphs on the right relate to the sixth variant.

[0035] Fig.16 This is a block diagram showing the configuration of a power reception control device and its peripheral devices according to the first embodiment.

[0036] Fig.17A It is a block diagram showing a comparative example with respect to the second embodiment.

[0037] Fig. 17B This is a block diagram showing the configuration of a power reception control device and its peripheral devices according to a second embodiment.

[0038] Fig.18 This is a block diagram showing the configuration of a power reception control device and its peripheral devices according to a third embodiment.

[0039] Fig.19A This is a block diagram showing the configuration of a power reception control device and its peripheral devices according to a fourth embodiment.

[0040] Fig.19B It is a graph showing the temporal change of the power consumed by the equipment 56 in the facility (facility power consumption).

[0041] Fig.19C It is a graph showing the time changes of the power consumed by the equipment 56 in the facility (facility power consumption) and the self-generated power.

[0042] Fig. 20A This is a block diagram showing the configuration of a power reception control device and its peripheral devices according to a sixth embodiment.

[0043] Fig. 20B This is a graph showing an example of the time change of the limit value (Pcity_max) of the total transmitted electric power according to the sixth embodiment.

[0044] Fig.21 This is a block diagram showing the configuration of a power receiving control device and its peripheral devices according to a seventh embodiment. DETAILED DESCRIPTION

[0045] The embodiment and its modified examples, and specific examples to which the embodiment or its modified examples are applied will be described with reference to the drawings. In the description of the drawings, the same reference numerals are given to the same parts, and their description will be omitted.

[0046] (First embodiment)

[0047] Reference Figure 1The configuration of a power receiving control device and its peripheral devices of an electric vehicle (an example of a power receiving element) according to the first embodiment is described. The power receiving control device controls the power receiving power which is an element of the power received by the electric vehicle EV1 included in the load group 11 by repeatedly executing a predetermined processing cycle in a power system that supplies electric energy to a load group 11 including a plurality of electric vehicles (EV1, EV2, EV3, ...) via a power device 12 (an example of a power supply base station 10).

[0048] The power receiving control device includes: a receiving device 21 that receives an electric signal from the outside; a vehicle state acquisition device 22 that acquires information indicating the state of the electric vehicle EV1; and a calculation device 23 that calculates the element received power of the electric vehicle EV1. The electric vehicle EV1 includes: a power receiving device 24 that receives power from the outside; a battery 25 that stores the power (element received power) received by the power receiving device 24; and a motor 26 that is driven based on the electric energy stored in the battery 25 or the element received power.

[0049] The "processing cycle" includes the processing steps (a) to (e).

[0050] (a) The receiving device 21 obtains information representing the difference power (ΔP) obtained by subtracting the current value (Pall_now) of the total transmitted power that can be transmitted to the entire load group 11 via the power device 12 from the maximum value (Pall_max) of the total transmitted power that can be transmitted to the entire load group 11 via the power device 12.

[0051] (b) The calculation device 23 calculates the priority (β) of the electric vehicle EV1 indicating the degree to which it is preferred to receive power by itself (electric vehicle EV1) rather than by other electric vehicles (EV2, EV3, . . .), based on the numerical value indicating the request of the user of the electric vehicle EV1.

[0052] (c) The calculation device 23 multiplies the difference power (ΔP) indicated by the acquired information by the priority (β) to calculate the element difference power (βΔP).

[0053] (d) The calculation device 23 adds the element difference power (βΔP) to the element received power (Pt) in the previous processing cycle to update the element received power (Pt+1).

[0054] (e) The calculation device 23 controls the electric vehicle EV1 so as to receive the updated element received electric power (Pt+1).

[0055] Here, in the embodiments, variations, and examples, the "electric vehicle" is an example of an "electricity storage element" or "electricity receiving element" that receives electric power transmitted via the electric power equipment 12. The electric power storage element stores the received electric power in a battery (including a secondary battery, a storage battery, and a rechargeable battery). The "electricity storage element" includes all instruments and devices having batteries, such as vehicles (including electric vehicles, hybrid vehicles, construction machinery, and agricultural machinery), railway vehicles, toys, tools, household products, and daily necessities.

[0056] The "power storage element" is an example of a "power receiving element" that receives power transmitted via the power equipment 12. In addition to the "power storage element", the "power receiving element" also includes a "power consumption element" that does not store but consumes the received power. The "power consumption element" includes railway vehicles, toys, tools, household products, daily necessities, etc. The "power consumption element" can also have a battery like an electric car. In the case where the power received by the electric car is not stored in the battery, but is directly transmitted to the motor and consumed as the driving force of the motor, the electric car is an example of a "power consumption element". In this way, the "power consumption element" includes all instruments and devices that do not store but consume the received power regardless of whether they have a battery.

[0057] Both "power storage element" and "power receiving element" represent the unit structure of the power receiving control of the power receiving control device. That is, the power receiving control involved in the implementation mode, embodiment and modified example is performed on the power storage element or the power receiving element as a unit. For example, the power receiving control involved in the implementation mode, embodiment and modified example is performed independently and in parallel for multiple electric vehicles (EV1, EV2, EV3, ...).

[0058] In the embodiment, a power storage element is cited as an example of a power receiving element, and an electric vehicle (EV) that uses electricity as a power source and runs using a motor 26 as a power source is cited as an example of a power storage element. However, the power receiving element and the power storage element in the present invention are not intended to be limited to electric vehicles (EVs), respectively.

[0059] In the embodiment and the modified example, the "power equipment 12" is an example of the power supply base station 10. The "power equipment 12" includes, for example, the following <1> to <6>.

[0060] In addition, specific application examples are described below in the first to seventh embodiments.

[0061] <1>“Charging station” for electric vehicles EV;

[0062] <2> "Substations" installed within the premises of residences, office buildings, commercial facilities, factories, or parking lots on highways, etc.;

[0063] <3> "Power plants" that generate water, thermal, or nuclear power, "substations" that convert the generated electricity into a specified voltage,

[0064] <4> Various "distribution equipment" for distributing the electricity transmitted through the substation

[0065] <5> "Wiring (including cables and feeders)" that connects the above-mentioned devices or equipment, and <6> a "virtual power plant (virtual power plant: VPP)" that manages the energy of small-scale power storage elements located nearby and functions like a large-scale power plant.

[0066] In the implementation mode, its variations and examples, an example in which the power receiving control device is mounted on the electric vehicle EV1 is described. Of course, the power receiving control device can also use short-range wireless communication technologies such as short-range wireless, wireless LAN, wireless WAN, or a mobile phone communication network to control the power received by the elements of the electric vehicle EV1 from the outside of the electric vehicle EV1.

[0067] In addition, taking the structure of one electric vehicle EV1 among the multiple electric vehicles (EV1, EV2, EV3,...) included in the load group 11 as an example, the other electric vehicles (EV2, EV3,...) included in the load group 11 also have the same structure as the electric vehicle EV1.

[0068] The power receiving control device controls the power received by the electric vehicle EV1 via the power equipment 12. The electric vehicle EV1 has a power receiving device 24 called an on-board charger (OBC). The calculation device 23 controls the power received by the power receiving device 24 via the power equipment 12. The power received by the power receiving device 24 is stored in the battery 25. Alternatively, the electric vehicle EV1 may transmit the power received by the power receiving device directly to the motor 26 as a driving source without storing the power received by the power receiving device in the battery 25.

[0069] The electric power supplied to the electric vehicle EV1 via the electric power equipment 12 is measured by the current measuring device 13. The electric power value measured by the current measuring device 13 is transmitted to the difference information transmitting device 14.

[0070] Electric energy is supplied to a plurality of electric vehicles (EV1, EV2, EV3, ...) included in a load group 11 via one electric power device 12. Furthermore, electric energy can be supplied not only to the plurality of electric vehicles (EV1, EV2, EV3, ...) but also to one or more than two other power consumption elements 15 included in the load group 11 via one electric power device 12. The plurality of electric vehicles (EV1, EV2, EV3, ...) supplied with electric energy via the electric power device 12 and one or more than two other power consumption elements 15 form one group (load group 11).

[0071] The current measuring device 13 measures the current value (Pall_now) of the total power transmitted to all electric vehicles (EV1, EV2, EV3,...) and other power consumption elements 15 included in one load group 11 via the power equipment 12, in other words, the total power transmitted to the entire load group 11.

[0072] Here, the power capacity of the entire load group 11, that is, the maximum value (Pall_max) of the total power transmission that can be transmitted to the entire load group 11 via the power equipment 12 is predetermined. The power receiving control device involved in the embodiment controls the element power reception of the electric vehicle EV1 based on the constraint of the maximum value (Pall_max) of the total power transmission. For example, the power receiving control device controls the power reception of the electric vehicle EV1 in such a way that the current value (Pall_now) of the total power transmission measured by the current measuring device 13 does not exceed the maximum value (Pall_max) of the power. Of course, the power reception of the electric vehicle EV1 can also be controlled in such a way that the current value (Pall_now) of the total power transmission is allowed to temporarily exceed the maximum value (Pall_max) of the power. In addition, the maximum value (Pall_max) of the total power transmission is determined based on various factors, which will be described in detail in the embodiments described later.

[0073] like Figure 1 As shown, in the first embodiment, the difference information transmitting device 14 is connected to the power equipment 12, the current measuring device 13 and the electric vehicle EV1 respectively in a manner capable of communicating wirelessly or by wire. The power equipment 12 transmits an electrical signal indicating the maximum value (Pall_max) of the total transmitted power to the difference information transmitting device 14. The current measuring device 13 transmits an electrical signal indicating the current value (Pall_now) of the measured total transmitted power to the difference information transmitting device 14.

[0074] The difference information transmitting device 14 includes a calculation unit 31 and a transmission unit 32. As shown in formula (1), the calculation unit 31 calculates the difference power (ΔP) by subtracting the current value (Pall_now) of the total transmission power from the maximum value (Pall_max) of the total transmission power. The transmission unit 32 transmits (broadcasts) an electric signal indicating the difference power (ΔP) to all electric vehicles (EV1, EV2, EV3, . . . ) included in the load group 11 through mobile communication. The electric signal indicating the difference power (ΔP) is received by the receiving device 21 and transmitted to the calculation device 23. As a result, the power receiving control device can obtain information indicating the difference power (ΔP) obtained by subtracting the current value (Pall_now) of the total transmission power transmitted to the entire load group 11 via the power equipment 12 from the maximum value (Pall_max) of the total transmission power that can be transmitted to the entire load group 11 via the power equipment 12.

[0075] [Mathematical formula 1]

[0076] ΔP=P all_max -P all_now …(1)

[0077] Furthermore, the difference information transmitting device 14 transmits (broadcasts) information indicating the difference power (ΔP) to the receiving devices 21 of all electric vehicles (EV1, EV2, EV3, ...) included in the load group 11 by wireless communication using the transmitting unit 32. Alternatively, the information indicating the difference power (ΔP) may be transmitted by wired communication.

[0078] exist Figure 1 In the example shown, the difference information transmitting device 14 may not have a receiving device for receiving information such as the charge rate (SOC) of the battery 25 and the time to end the power supply (T d ) and other signals indicating the status of each electric vehicle. That is, between the difference information transmitting device 14 and each electric vehicle, it is sufficient as long as communication can be performed from the difference information transmitting device 14 only to each electric vehicle in one direction. Figure 3 An example where two-way communication is required is described.

[0079] The difference information transmitting device 14 may be, for example, a server connected to the power device 12, the current measuring device 13, and the load group 11 via a computer network. Alternatively, the difference information transmitting device 14 may be configured as a part of the power device 12.

[0080] The vehicle state acquisition device 22 acquires information indicating the state of the electric vehicle EV1. For example, the "state of the electric vehicle EV1" refers to a numerical value indicating the request of the user of the electric vehicle EV1. The numerical value indicating the request of the user of the electric vehicle EV1 is the time until the end of the power reception of the electric vehicle EV1 (the end time of the power reception T d ). The remaining time (T) can be calculated based on the time when the electric vehicle EV1 finishes receiving power. The remaining time (T) is the remaining time for charging the battery 25 of the electric vehicle EV1.

[0081] For example, when a user who has returned to his home starts charging the battery 25 of the electric vehicle EV1 in his home parking lot and plans to use the electric vehicle EV1 to go out at 7 a.m. the next day, the time before the specified time (5 minutes) relative to 7 a.m. the next day can be set as the end time of power reception. In this way, a "user request" such as "want to go out at 7 a.m. the next day" indicates the end time of power reception (6:55 a.m. = T d ) and the remaining time (T) until the end of power reception. d )” indicates the time when the electric vehicle EV1 can continuously receive power. Figure 2 ) is different from the moment when it is determined that power reception will not continue (NO in S03).

[0082] End time of power receiving (T d ) may be a time actually set by the user using an information communication terminal such as a smartphone or a user interface mounted on the electric vehicle EV1. Alternatively, it may be a time estimated based on statistical data obtained by investigating the user's past action history (past departure time history, etc.) in the absence of a specific instruction from the user or without setting.

[0083] The calculation device 23 calculates the priority (β) of the electric vehicle EV1, which indicates the degree to which EV1 itself is given priority over the power receiving of other electric vehicles (EV2, EV3, ...), based on the numerical value indicating the request of the user of the electric vehicle EV1 (the state of the electric vehicle EV1). Specifically, the calculation device 23 calculates the priority (β) of the electric vehicle EV1 according to the current time (T o ) to the end time of power receiving (T d ) is calculated based on the remaining time (T) of the load group 11. In formula (2), N represents the total number of electric vehicles receiving power in the load group 11.

[0084] [Mathematical formula 2]

[0085]

[0086] As shown in formula (2), the priority (β) is inversely proportional to the remaining time (T). As the remaining time (T) decreases, the priority (β) increases. Formula (2) is just an example. For example, the priority (β) may be inversely proportional to the remaining time (T) multiplied by itself to g times (g is a positive number) greater than or equal to 2, which is "the remaining time (T) raised to the power of g".

[0087] The total number of electric vehicles (N) may be statistical data (quantity data) obtained by investigating the past power receiving history of the load group 11, or the total number of electric vehicles (N) may be roughly estimated based on the current value of power (Pall_now). The total number (N) is multi-addressed from the difference information transmitting device 14 or a device attached to the difference information transmitting device 14, similarly to the difference power (ΔP). Alternatively, the total number (N) may be determined based on the location information of the charging system, an identification signal, etc.

[0088] As shown in formula (3), the calculation device 23 multiplies the difference power (ΔP) by the priority (β) to calculate the element difference power (βΔP), and adds the element difference power (βΔP) to the element receiving power (Pt) of the previous processing cycle to update the element receiving power (Pt+1). In addition, the subscripts (characters marked to the lower right) "t" and "t+1" of the symbol "P" representing the element receiving power represent the number of repetitions of the "processing cycle". T is a positive integer including zero.

[0089] [Mathematical formula 3]

[0090] P t+1 =P t +β·ΔP…(3)

[0091] The calculation device 23 sends an instruction signal to the power receiving device 24 so that the power receiving device 24 receives the updated component received power (Pt+1). The power receiving device 24 receiving the instruction signal receives the updated component received power (Pt+1) via the power equipment 12 .

[0092] The power reception control device repeatedly executes a "processing cycle" including the processing steps (a) to (e) at a constant period, thereby controlling the electric power (elementary received power Pt) received by the power reception device 24 of the electric vehicle EV1.

[0093] Reference Figure 2 The flowchart of Figure 1 An example of a power receiving control method implemented by a power receiving control device is described below. Figure 1 The specific sequence of the power receiving processing method implemented by the power receiving control device can be easily understood by describing the specific structure and functions of the power receiving control device. Figure 1 The power receiving control device implements the power receiving processing method, explains the main processing actions of the power receiving control device, and explains the detailed processing actions and references Figure 1 The description is repeated and thus omitted.

[0094] First, in step S01, the receiving device 21 obtains information indicating the difference power (ΔP) calculated by the calculation unit 31. In step S02, as an example of information indicating the state of the electric vehicle EV1, the vehicle state acquisition device 22 obtains information indicating the end time (T d ) information.

[0095] Entering step S03, the power receiving control device determines whether to continue receiving power. For example, in the case where an instruction signal indicating the end of power receiving is received from the user of the electric vehicle EV1 (NO in S03), or the current time is the end time of power receiving (T d ), power reception is terminated without continuing. Alternatively, when it is detected that the charging port is not connected (NO in S03), the possibility that the electric vehicle EV1 starts to move in the next few minutes increases, so power reception is terminated without continuing. In addition, when the charging rate (SOC) of the battery 25 reaches the target value (NO in S03), power reception is terminated without continuing. If the above conditions do not exist (YES in S03), the power reception control device enters step S04 to continue power reception.

[0096] In step S04, the calculation device 23 uses equation (2) to calculate the end time (T d ) and calculate the priority (β) of the electric vehicle EV1. Entering step S05, the calculation device 23 substitutes the difference power (ΔP) and the priority (β) into equation (3) to update the element receiving power (Pt+1).

[0097] In step S06, the calculation device 23 controls the power receiving device 24 so that the power receiving device 24 receives the updated element power (Pt+1). Until the determination in step S03 is NO, the power receiving control device repeatedly executes the processing loop consisting of steps S01 to S06, thereby controlling the element power (P).

[0098] (First Modification)

[0099] In the first embodiment, if Figure 1As shown, the case of performing one-way communication from the difference information sending device 14 to each electric vehicle is described. The present invention is not limited to this. For example, two-way communication can be performed between the difference information sending device 14 and each electric vehicle. In the first variant of the first embodiment, the following example is described, that is, the power receiving device 24 of the electric vehicle EV1 has a sending unit 28, and an electrical signal representing the element power receiving power (Pt) of the electric vehicle EV1 is sent from the sending unit 28 to the difference information sending device 14. In addition, all other electric vehicles (EV2, EV3, . . .) included in the load group 11 have the same structure as the electric vehicle EV1, so their description is omitted. The description is centered on the differences relative to the first embodiment, and the description of the common points with the first embodiment is omitted.

[0100] The power receiving device 24 includes: a current measuring device 27, which measures the power (element power receiving power) received by the electric vehicle EV1; and a transmitting unit 28, which transmits an electrical signal representing the element power receiving power (Pt) to the difference information transmitting device 14 through wireless communication. Specifically, the current measuring device 27 measures the current value flowing into the power receiving device 24, and calculates the element power receiving power (Pt) based on the voltage during power reception. The transmitting unit 28 and the difference information transmitting device 14 are connected in a manner that allows communication via a computer network. In addition, the transmitting unit 28 and the receiving device 21 can be formed as a whole to constitute a transmitting and receiving device. As the transmitting unit 28, for example, a transmitter that performs communication based on mobile communication standards such as 4G and 5G can be used.

[0101] Along with this, the current measuring device 13 can measure the power transmitted to other power consumption elements 15 among the power transmitted via the power equipment 12, and does not measure the power transmitted to each electric vehicle (EV1, EV2, EV3, ...). The current measuring device 13 measures the total power transmitted to other power consumption elements 15 included in the load group 11, and transmits an electrical signal indicating the measured total power transmitted to the difference information transmitting device 14.

[0102] The calculation unit 31 adds the total transmitted power supplied to other power consumption elements 15 and the element received power of all electric vehicles (EV1, EV2, EV3, . . . ) to calculate the current value (Pall_now) of the total transmitted power transmitted to the entire load group 11 via the power equipment 12.

[0103] In this way, the configurations of the power receiving device 24 and the current measuring device 13, and the method for calculating the present value (Pall_now) of the total transmitted power are similar to those of Figure 1 The situation is different, other structures and Figure 1 The situation is the same as that of FIG. 1 , so the description thereof is omitted.

[0104] Operation of the power reception control device of the first modified example, that is, the power reception control method and Figure 2 The order shown is common. However, there is a difference in the operation of step S06. That is, in step S06, the calculation device 23 controls the power receiving device 24 so that the power receiving device 24 receives the updated element power (Pt+1). In addition, the current measuring device 27 measures the element power, and the transmitting unit 28 transmits an electrical signal indicating the measured element power to the difference information transmitting device 14. The other steps are common to the first embodiment, so they are omitted from further description.

[0105] (Second Modification)

[0106] In the first embodiment and the first modification, an example is shown in which the receiving device 21 receives information indicating the difference power (ΔP) calculated outside the power receiving control device (difference information transmitting device 14). However, the present invention is not limited to this, and the receiving device 21 itself may calculate the difference power (ΔP) based on equation (1). In this case, Figure 4 As shown, the receiving device 21 receives an electrical signal indicating the maximum value (Pall_max) of the total transmitted power that can be transmitted to the entire load group 11 via the power device 12 , and receives an electrical signal indicating the current value (Pall_now) of the total transmitted power from the current measuring device 13 .

[0107] The receiving device 21 transmits an electrical signal representing the differential power (ΔP) calculated by itself to the calculating device 23. Figure 1 (First embodiment) is the same and its description is omitted.

[0108] Operation of the power reception control device of the second modified example, that is, the power reception control method and Figure 2 The order shown is common. However, there is a difference in the action of step S01. That is, in step S01, the receiving device 21 receives an electrical signal indicating the maximum value (Pall_max) of the total transmitted power from the power equipment 12, and receives an electrical signal indicating the current value (Pall_now) of the total transmitted power from the current measuring device 13. The receiving device 21 calculates the difference power (ΔP) based on formula (1) and transmits the electrical signal indicating the difference power (ΔP) to the calculating device 23. The other steps are common to the first embodiment, so they are omitted from further description.

[0109] (Simulation results)

[0110] Next, a description will be given of simulation results of power reception control executed according to the power reception control method according to the first embodiment.

[0111] First, the simulation conditions of the first embodiment are described. Figure 5A As shown, three electric vehicles (EV1, EV2, EV3) perform power reception control by the power reception control method involved in the first embodiment. The time when each electric vehicle starts to receive power (start time) is the same time (1 am), but the time when each electric vehicle ends to receive power (end time) is different. The electric vehicle EV1 is 7 am, the electric vehicle EV2 is 9 am, and the electric vehicle EV3 is 11 am. The maximum value of the power (element power) that can be received by the power receiving device 24 of each electric vehicle (EV1, EV2, EV3) is the same, which is 3kW, and the capacity (battery capacity) of the battery 25 of each electric vehicle (EV1, EV2, EV3) is the same, which is 24kWh. In addition, the charging rate (SOC) of each electric vehicle (EV1, EV2, EV3) at the start time of power reception is also the same, which is 40%. The target value (target SOC) of the charging rate of each electric vehicle (EV1, EV2, EV3) is not set by the user, and the default value remains unchanged at 100% (fully charged).

[0112] Next, the simulation results are described. Figure 5B These are eight graphs showing simulation results of the first embodiment, the four graphs on the left side relate to the reference example, and the four graphs on the right side relate to the first embodiment. The horizontal axes of all the graphs are time axes.

[0113] First, the vertical axes of the two top graphs represent the current value (Pall_now) of the total transmitted power transmitted to the entire load group 11 via the power equipment 12, the maximum value (Pall_max) of the total transmitted power that can be transmitted to the entire load group 11 via the power equipment 12, and the difference power (ΔP) obtained by subtracting the current value (Pall_now) from the maximum value (Pall_max).

[0114] The vertical axes of the two graphs in the second layer from the top represent the power (element received power) received by each electric vehicle (EV1, EV2, EV3) via the power equipment 12. The vertical axes of the two graphs in the second layer from the bottom represent the priority (β) of each electric vehicle (EV1, EV2, EV3). The vertical axes of the two graphs in the bottom layer represent the charging rate (SOC) of each electric vehicle (EV1, EV2, EV3).

[0115] In the reference example, the priority (β) of each electric vehicle (EV1, EV2, EV3) is set to a fixed value (1 / 3). That is, the total number of electric vehicles (N) is 3, and (Td-To) is removed from the denominator on the right side of equation (2). As a result, the difference power (ΔP) is evenly distributed to each electric vehicle (EV1, EV2, EV3), and the element power (Pt) calculated according to equation (3) also changes evenly for the three vehicles. Therefore, the three electric vehicles (EV1, EV2, EV3) that start receiving power at the same time at 1 a.m. receive the same element power (Pt), so the charging rate (SOC) of the three vehicles increases at the same slope.

[0116] Furthermore, the first electric car EV1 stops receiving power at 7:00 a.m. ( Figure 2 At this time, the element power received by the electric vehicle EV1 changes to the difference power (ΔP) and is redistributed by the two electric vehicles (EV2 and EV3). Therefore, after 7 am, the element power received by the electric vehicles (EV2 and EV3) increases. Moreover, at the end time (T d ) before, the charging rates of the two electric vehicles (EV2, EV3) are fully charged (100%), so the electric vehicles (EV2, EV3) do not continue to receive power and end ( Figure 2 The charging rate of the electric vehicle EV1 at the end time of power reception (7:00 a.m.) is 82%.

[0117] In contrast, in the first embodiment, the priority (β) of each electric vehicle (EV1, EV2, EV3) changes with the passage of time according to equation (2). Specifically, as the remaining time until the end of power reception (T = T d -T o ) is shortened, and the priority (β) is increased. More specifically, the priority (β) of each electric vehicle (EV1, EV2, EV3) is related to the time until the end of power reception (T d ) (T = T d -T o ) is inversely proportional. Therefore, the shorter the remaining time (T), the higher the element receiving power (Pt), and the earlier the charging rate can be improved. The end time (T) of the power receiving in the three units d ) The earliest electric car EV1 ends receiving power (T d) is higher than the element power received in the reference example (82%), and the charging rate of the electric vehicle EV1 at the end time of power reception (7 a.m.) can be increased to 93%. In addition, before the end time of power reception (9 a.m., 11 a.m.), the other electric vehicles (EV2, EV3) can be fully charged. In this way, the end time (T d )’s average charging rate can reduce the dispersion of the charging rate.

[0118] As described above, according to the first embodiment, the following effects can be obtained.

[0119] By calculating the priority (β) based on the numerical value indicating the request of the user of each electric vehicle, the difference power (ΔP) can be allocated according to the state of each electric vehicle. d ), and the remaining time (T) until the end of the charging process, etc., and the priority (β) corresponding to the numerical value of the user's request that is different for each electric vehicle. Therefore, the charging rate of each electric vehicle can be averaged, and the difference power (ΔP) can be appropriately allocated according to the user's expectations.

[0120] The value indicating the user's request is until the end time of power reception (T d ) to the remaining time (T). The priority (β) can be set according to the remaining time (T).

[0121] As shown in formula (2), as the power supply ends (T d ) is shortened, and the priority (β) is increased. Thus, the charging rate at the end of the power reception of the electric vehicles (EV1, EV2, EV3) can be improved.

[0122] A higher priority (β) can be set for an electric vehicle with a shorter remaining time (T), so more power can be allocated to the electric vehicle with a shorter remaining time (T). Therefore, the charging rate of each electric vehicle at the time of power reception completion can be averaged.

[0123] As shown in equation (2), the priority (β) is inversely proportional to the remaining time (T). Therefore, more electric power can be allocated to electric vehicles with shorter remaining time (T).

[0124] (Second embodiment)

[0125] In the second embodiment, the time until the end time (T) represented by the formula (2) is replaced. d), and an example of calculating the priority (β) of the electric vehicle EV1 according to the target value (SOCgoal) of the charging rate of the battery 25 possessed by the electric vehicle EV1.

[0126] The target value (SOCgoal) of the charging rate of the battery 25 is another example of a numerical value indicating a request of the user of the electric vehicle EV1.

[0127] For example, a user who comes to a nearby shopping mall to shop starts charging the battery 25 of the electric car EV1 in the parking lot of the shopping mall. After shopping, the user plans to travel a short distance only to return to his home, so the user only needs to charge the battery 25 to 60% as the charging rate. In this case, the target value (SOCgoal) of the charging rate of the battery 25 may not be set to full charge (100%), but to a smaller value of 60%. In this way, the "user's request" such as "it is enough to charge to 60%" directly indicates the target value (SOCgoal) of the charging rate of the battery 25.

[0128] The target value (SOCgoal) of the charging rate may be a value actually set by the user using an information communication terminal such as a smartphone or a user interface mounted on the electric vehicle EV1. Alternatively, in the absence of a specific instruction from the user or in the absence of a setting, it may be a value estimated based on statistical data obtained by investigating the user's past action history (past setting history of the target value (SOCgoal) etc.). Alternatively, in the absence of a specific instruction from the user or in the absence of a setting, the target value (SOCgoal) may be set to 100% (fully charged).

[0129] As numerical values ​​indicating the request of the user of the electric vehicle EV1, the vehicle state acquisition device 22 acquires the target value (SOCgoal) of the charging rate and the current value (SOCnow) of the charging rate of the battery 25. Figure 2 In step S02 of the processing loop shown, the current value (SOCnow) of the charging rate of the battery 25 is the value of the charging rate of the battery 25 measured by the vehicle state acquisition device 22 .

[0130] The calculation device 23 uses the formula (4) instead of the formula (2) to calculate the priority (β) of the electric vehicle EV1 according to the target value (SOCgoal) of the charging rate of the battery 25 .

[0131] [Formula 4]

[0132]

[0133] As shown in equation (4), the calculation device 23 compares the target value (SOCgoal) of the charging rate of the battery 25 with the current value (SOCnow) of the charging rate of the battery 25 to calculate the priority (β).

[0134] The priority (β) when the current value (SOCnow) is less than the target value (SOCgoal) is greater than the priority (β) when the current value (SOCnow) is greater than or equal to the target value (SOCgoal). For example, when the current value (SOCnow) is less than the target value (SOCgoal), the priority (β) is the reciprocal of the total number of electric vehicles receiving electricity (N). When the current value (SOCnow) is greater than or equal to the target value (SOCgoal), the priority (β) is the reciprocal of the total number of electric vehicles receiving electricity (N) divided by 5. In addition, 5 in formula (4) is an example, and other values ​​may be used as long as they are greater than 1.

[0135] Thus, the power receiving control device of the second embodiment differs from the first embodiment in that the "numerical value indicating the request of the user of the electric vehicle EV1" used when calculating the priority (β) is different. However, the other structures are the same as those of the first embodiment ( Figure 1 ) are common, so the explanation is omitted.

[0136] Operation of the power reception control device of the second embodiment, that is, the power reception control method and Figure 2 The order shown is common. However, there are differences in the actions of steps S02 and S04. That is, in step S02, the vehicle state acquisition device 22 acquires information representing the target value (SOCgoal) and the current value of the charging rate. In step S04, the calculation device 23 uses equation (4) instead of equation (2) and calculates the priority (β) of the electric vehicle EV1 based on the target value (SOCgoal) of the charging rate of the battery 25. The other steps are common to the first embodiment, so they are omitted from further explanation.

[0137] Furthermore, it is of course possible to change the calculation method of the present value (Pall_now) of the total transmitted electric power to the first embodiment. Figure 3 ), and a second modification example ( Figure 4 ) is applied to the power receiving control device and the power receiving control method of the second embodiment.

[0138] (Simulation results)

[0139] Next, a description will be given of simulation results of power reception control executed according to the power reception control method according to the second embodiment.

[0140] First, the simulation conditions of the second embodiment are described. Fig. 6A As shown, three electric vehicles (EV1, EV2, EV3) respectively perform power receiving control by the power receiving control method involved in the second embodiment. The time when each electric vehicle starts to receive power (start time) is the same time (1 am), and the time when each electric vehicle ends to receive power (end time) is the same time (11 am). The maximum value of the power (element power) that can be received by the power receiving device 24 of each electric vehicle (EV1, EV2, EV3) is the same, which is 3kW, and the capacity (battery capacity) of the battery 25 of each electric vehicle (EV1, EV2, EV3) is also the same, which is 24kWh. In addition, the charging rate (hereinafter referred to as "starting SOC") of each electric vehicle (EV1, EV2, EV3) at the start time of power receiving is different. The starting SOC of the electric vehicle EV1 is 10%, the starting SOC of the electric vehicle EV2 is 40%, and the starting SOC of the electric vehicle EV3 is 70%. The target value of the charging rate (hereinafter referred to as "target SOC") of each electric vehicle (EV1, EV2, EV3) is the same as 60%.

[0141] Next, the simulation results are described. Figure 6B 8 graphs showing simulation results of the second embodiment, the 4 graphs on the left side relate to the reference example, and the 4 graphs on the right side relate to the second embodiment. The vertical axis and horizontal axis of each graph represent the type of numerical value and Figure 5B The same as in each graph of , so repeated description is omitted.

[0142] In the reference example, the total number of electric vehicles (N) is 3, so the priority (β) of each electric vehicle (EV1, EV2, EV3) is set to a fixed value (1 / 3). That is, it is set to the same value as the priority (β) shown in formula (4) when the current value of the charging rate (SOCnow) is less than the target value of the charging rate (SOCgoal). As a result, the difference power (ΔP) is evenly distributed to each electric vehicle (EV1, EV2, EV3), and the element receiving power (Pt) calculated according to formula (3) also changes evenly for the three vehicles. Therefore, the three electric vehicles (EV1, EV2, EV3) that started receiving power at the same time at 1 a.m. receive the same element receiving power (Pt). Therefore, the SOC of each electric vehicle (EV1, EV2, EV3) is different at the beginning, but the charging rate (SOC) of the three vehicles increases at the same slope.

[0143] Moreover, at about 5:00 a.m., the electric car EV3, which had the highest SOC at the beginning, was fully charged, so it stopped receiving power and ended ( Figure 2At this time, the element power received by the electric vehicle EV3 changes to the difference power (ΔP) and is redistributed by the two electric vehicles (EV1, EV2). Therefore, after 5 am, the element power received by the electric vehicles (EV1, EV2) increases.

[0144] Moreover, at about 8:00 a.m., the electric vehicle EV2 with the second highest SOC at the beginning is fully charged, so it stops receiving power and ends ( Figure 2 At this time, the element power received by the electric vehicle EV2 changes to the difference power (ΔP) and is redistributed by one electric vehicle (EV1). Therefore, after 8:00 a.m., the element power received by the electric vehicle (EV1) increases, and the element power received by the electric vehicle (EV1) does not exceed the power capacity (3kW) of the power receiving device 24 of the electric vehicle (EV1).

[0145] Finally, at about 10:00 a.m., the electric car EV1, which had the lowest SOC at the beginning, was fully charged and stopped receiving power ( Figure 2 is NO in S03).

[0146] In contrast, in the second embodiment, the priority (β) of each electric vehicle (EV1, EV2, EV3) is calculated according to formula (4). Specifically, the SOC of the electric vehicle EV3 at the start is already greater than or equal to the target SOC of the electric vehicle EV3, so there is no need to charge more. Therefore, after the start of power reception, the priority (β) of the electric vehicle EV3 becomes 1 / 15. The SOC of the other two electric vehicles (EV1, EV2) at the start is lower than the target SOC of the electric vehicle EV3. Therefore, the priority (β) of the electric vehicle (EV1, EV2) becomes 1 / 3. Therefore, compared with the electric vehicle EV3, more differential power (ΔP) is allocated to the electric vehicle (EV1, EV2). That is, the element power received by the electric vehicle EV3 is less than the element power received by the electric vehicle (EV1, EV2), so the increase rate of the electric vehicle EV3 is less than the increase rate of the electric vehicle (EV1, EV2).

[0147] Also, at about 3 a.m., the current value (SOCnow) of the charging rate of the electric vehicle EV2 reaches the target SOC of the electric vehicle EV2, so the priority (β) of the electric vehicle EV2 decreases from 1 / 3 to 1 / 15 according to equation (4). However, at this time, the difference power (ΔP) is zero, so the element receiving power of the electric vehicle EV2 does not change.

[0148] Moreover, at about 6:00 a.m., the current value (SOCnow) of the charging rate of the electric vehicle EV1 reaches the target SOC of the electric vehicle EV1, so the priority (β) of the electric vehicle EV1 decreases from 1 / 3 to 1 / 15 according to equation (4). However, at this time, the difference power (ΔP) is zero, so the element receiving power of the electric vehicle EV1 does not change.

[0149] Moreover, at about 7:00 a.m., the electric vehicle EV2 is fully charged, so it stops receiving power and ends ( Figure 2 At this time, the element power received by the electric vehicle EV2 changes to the difference power (ΔP) and is redistributed by the two electric vehicles (EV1, EV3). Therefore, after 7:00 am, the element power received by each electric vehicle (EV1, EV3) increases.

[0150] Furthermore, before 10:00 a.m., the two electric vehicles (EV1 and EV3) are fully charged, so they stop receiving electricity and end ( Figure 2 (NO in S03).

[0151] Thus, in the second embodiment, an electric vehicle whose current value (SOCnow) is less than the target SOC is given priority in receiving electricity compared to an electric vehicle whose current value (SOCnow) is greater than or equal to the target SOC. As a result, the time when the charging rate of each electric vehicle reaches the full state can be made consistent compared to the reference example. In other words, the dispersion of the timing of ending the power reception of each electric vehicle can be reduced. The charging rate of each electric vehicle can be averaged, and the difference power (ΔP) can be appropriately distributed according to the user's expectations.

[0152] As described above, according to the second embodiment, the following effects can be obtained.

[0153] In the second embodiment, a method for coping with a situation where the charging speed (element receiving power) does not change because the difference power (ΔP) is zero even if the priority (β) changes, a method for restarting the transmission of a signal indicating the difference power (ΔP) after, for example, temporarily and intentionally transmitting a very large signal to stop the electric vehicle EV1 from receiving power, etc. can be used simultaneously. Thus, the charging speed (element receiving power) of an electric vehicle whose current value (SOCnow) is greater than or equal to the target SOC can be reduced, and the charging speed (element receiving power) of an electric vehicle whose current value (SOCnow) is less than the target SOC can be further increased.

[0154] In the second embodiment, the target value of the charging rate of the power storage element (SOCgoal) is used as an example of "a numerical value representing the user's request". This makes it possible to average the charging rates of the electric vehicles and appropriately distribute the difference power (ΔP) according to the user's wishes.

[0155] The calculation device 23 calculates the priority (β) by comparing the target value (SOCgoal) of the charging rate of the battery 25 with the current value (SOCnow) of the charging rate of the battery 25. Thus, the priority (β) can be appropriately calculated according to the user's desire (target value of the charging rate).

[0156] The priority (β) when the current value (SOCnow) is less than the target value (SOCgoal) is higher than the priority (β) when the current value (SOCnow) is greater than or equal to the target value (SOCgoal). Thus, an electric vehicle whose current value (SOCnow) is less than the target SOC can be charged preferentially compared to an electric vehicle whose current value (SOCnow) is greater than or equal to the target SOC.

[0157] (Third embodiment)

[0158] In the third embodiment, the following description is given based on the current time (T o ) to the end time of power receiving (T d ) and a target value (SOCgoal) of the charging rate of the battery 25 to calculate the priority (β) of the electric vehicle EV1.

[0159] The calculation device 23 uses equation (5) to replace equation (2) and equation (4), and calculates the time until the end of power reception (T d ) and the target value (SOCgoal) of the charging rate of the battery 25, and the priority (β) of the electric vehicle EV1 is calculated.

[0160] [Mathematical formula 5]

[0161]

[0162] As shown in formula (5), the priority (β) is inversely proportional to the remaining time (T). The “remaining time (T)” is the current time (T o ) to the end time of power receiving (T d ) until the remaining time (T) is reached. As the remaining time (T) decreases, the priority (β) increases. Formula (5) is just an example. For example, the priority (β) may be inversely proportional to the remaining time (T) multiplied by itself to g times (g is a positive number) greater than or equal to 2 to the power of "the remaining time (T) to the power of g".

[0163] As shown in formula (5), the calculation device 23 subtracts the current value (SOCnow) of the charging rate of the battery 25 from the target value (SOCgoal) of the charging rate of the battery 25 to obtain the uncharged rate (ΔSOC). The priority (β) is proportional to the uncharged rate (ΔSOC). Alternatively, the priority (β) may be proportional to the g-th power of the uncharged rate (ΔSOC). The current value (SOCnow) of the charging rate of the battery 25 is, for example, the value of the charging rate measured in step S02 of each processing cycle.

[0164] The priority (β) is calculated based on the uncharged rate (ΔSOC) obtained by subtracting the measured value (SOCnow) obtained by measuring the current charging rate of the electric vehicle EV1 from the target value (SOCgoal) of the charging rate. As the uncharged rate (ΔSOC) increases, the priority (β) increases. As a result, the difference power (ΔP) can be preferentially allocated to electric vehicles with a large uncharged rate (ΔSOC). The charging rates of each electric vehicle can be averaged, and the difference power (ΔP) can be appropriately allocated according to the user's wishes (target value of the charging rate).

[0165] In addition, the calculation device 23 can use equation (6) instead of equation (5), and according to the end time (T d ) and the target value (SOCgoal) of the charging rate of the battery 25 to calculate the priority (β) of the electric vehicle EV1. The formula (6) is equivalent to the combination of the formula (2) and the formula (4).

[0166] [Mathematical formula 6]

[0167]

[0168] The priority (β) when the current value (SOCnow) is less than the target value (SOCgoal) is greater than the priority (β) when the current value (SOCnow) is greater than or equal to the target value (SOCgoal). For example, when the current value (SOCnow) is less than the target value (SOCgoal), the priority (β) is the reciprocal of the total number of electric vehicles (N) receiving electricity. When the current value (SOCnow) is greater than or equal to the target value (SOCgoal), the priority (β) is the reciprocal of the total number of electric vehicles (N) receiving electricity divided by 5. In addition, the denominator "5" on the right side of the formula for calculating β in formula (6) is an example, and other values ​​may be used as long as they are greater than 1.

[0169] Thus, the power receiving control device of the third embodiment differs from the first and second embodiments in that the "numerical value indicating the request of the user of the electric vehicle EV1" used when calculating the priority (β) is different. However, the other structures are the same as those of the first embodiment ( Figure 1 ) are common, so the explanation is omitted.

[0170] Operation of the power reception control device of the third embodiment, that is, the power reception control method and Figure 2 However, there are differences between the operations of step S02 and S04. That is, in step S02, the vehicle state acquisition device 22 acquires the end time (T d ) and information indicating the target value of the charging rate (SOCgoal) and the current value of the charging rate (SOCnow) until the end time of power reception (T d ) is calculated. In step S04, the calculation device 23 replaces the formula (2) with the formula (5) or (6), and calculates the remaining time (T) until the end time (T d ) and the target value (SOCgoal) of the charging rate of the battery 25 to calculate the priority (β) of the electric vehicle EV1. The other steps are the same as those in the first embodiment, and thus their re-explanation is omitted.

[0171] Furthermore, it is of course possible to modify the first modification example ( Figure 3 ), and a second modification example ( Figure 4 ) is applied to a power receiving control device and a power receiving control method of the third embodiment.

[0172] (First simulation result)

[0173] Next, the results of first to third simulations in which power reception control is performed according to the power reception control method according to the third embodiment will be described. In the first to third simulations, the priority (β) of the electric vehicle EV1 is calculated using equation (5).

[0174] First, the first simulation condition is described. Fig. 7AAs shown, three electric vehicles (EV1, EV2, EV3) respectively perform power reception control by the power reception control method involved in the third embodiment. The time when each electric vehicle starts to receive power (the start time of power reception) is the same time (1 am), and the time when each electric vehicle ends to receive power (the end time of power reception) is the same time (11 am). The maximum value of the power (element power reception power) that can be received by the power receiving device 24 of each electric vehicle (EV1, EV2, EV3) is the same, which is 3kW, and the capacity (battery capacity) of the battery 25 of each electric vehicle (EV1, EV2, EV3) is also the same, which is 24kWh. In addition, the charging rate (starting SOC) of each electric vehicle (EV1, EV2, EV3) at the start time of power reception is different. The starting SOC of the electric vehicle EV1 is 60%, the starting SOC of the electric vehicle EV2 is 40%, and the starting SOC of the electric vehicle EV3 is 20%. The target value (target SOC) of the charging rate of each electric vehicle (EV1, EV2, EV3) is not set by the user, and the default value is maintained at 100% (fully charged).

[0175] Next, the first simulation result will be described. Figure 7B 8 graphs showing the first simulation results, the 4 graphs on the left side relate to the reference example, and the 4 graphs on the right side relate to the third embodiment. The vertical axis and horizontal axis of each graph represent the type of numerical value. Figure 5B The curves of the graphs are the same, so the description is omitted.

[0176] exist Figure 7B In the reference example, Figure 6B Compared with the reference example, the SOC at the start of each electric vehicle is different, and other conditions including the calculation method of priority are different. Figure 6B The reference examples are common, so the simulation results are the same.

[0177] The total number of electric vehicles (N) is 3, so the priority (β) of each electric vehicle (EV1, EV2, EV3) is set to a fixed value (1 / 3). As a result, the difference power (ΔP) is evenly distributed to each electric vehicle (EV1, EV2, EV3), and the element power (Pt) calculated according to formula (3) also changes evenly for the three vehicles. Therefore, the three electric vehicles (EV1, EV2, EV3) that started receiving power at 1 a.m. receive the same element power (Pt). Therefore, the SOC of each electric vehicle (EV1, EV2, EV3) at the beginning is different, but the charging rate (SOC) of the three vehicles increases at the same slope.

[0178] Moreover, at about 6:00 a.m., the electric vehicle EV1, which had the highest SOC at the beginning, was fully charged, and therefore stopped receiving power and ended ( Figure 2At this time, the element power received by the electric vehicle EV1 changes to the difference power (ΔP) and is redistributed by the two electric vehicles (EV2 and EV3). Therefore, after 6:00 am, the element power received by the electric vehicles (EV2 and EV3) increases.

[0179] Furthermore, at around 8:00 a.m., the electric vehicle EV2 with the second highest SOC at the beginning is fully charged, so it stops receiving power and ends ( Figure 2 At this time, the element power received by the electric vehicle EV2 changes to the difference power (ΔP) and is redistributed by one electric vehicle (EV3). Therefore, after 8:00 a.m., the element power received by the electric vehicle (EV3) increases, but the element power received by the electric vehicle (EV3) does not exceed the power capacity (3kW) of the power receiving device 24 of the electric vehicle (EV3).

[0180] Finally, at around 10:00 am, the electric car EV3, which had the lowest SOC at the beginning, was fully charged, so it stopped receiving power and ended ( Figure 2 is NO in S03).

[0181] In contrast, Figure 7B In the third embodiment, the priority (β) of each electric vehicle (EV1, EV2, EV3) changes with the passage of time according to equation (5). Specifically, as the remaining time (T = T) until the end of power reception (11:00 a.m.) increases, the priority (β) of each electric vehicle (EV1, EV2, EV3) changes with the passage of time. d -T o ) is shortened, and the priority (β) is increased. On the other hand, as the current value of the charging rate (SOCnow) approaches the target value (SOCgoal), the uncharged rate (ΔSOC) decreases, and the priority (β) decreases.

[0182] Before 11:00 a.m., the current value (SOCnow) of the charging rate of each electric vehicle (EV1, EV2, EV3) reaches the target SOC (100%), so in formula (5), the numerator (uncharged rate) becomes zero before the denominator (remaining time T). Therefore, the priority (β) of each electric vehicle (EV1, EV2, EV3) is determined based on the difference between the target SOC and the SOC at the start. That is, the difference power (ΔP) can be preferentially allocated to the electric vehicle with a lower SOC at the start, so the element receiving power (Pt) of the electric vehicle with a lower SOC at the start can be increased and the charging speed can be accelerated. As a result, the dispersion of the time when each electric vehicle (EV1, EV2, EV3) ends charging (the time when the SOC reaches 100%) can be reduced.

[0183] (Second simulation result)

[0184] Next, the second simulation condition is described. Fig. 8A As shown in Figure 2, the parameters of the three electric vehicles (EV1, EV2, and EV3) are Figure 5A The simulation conditions shown are the same, so their re-explanation is omitted.

[0185] Next, the second simulation result will be described. Figure 8B 8 graphs showing the second simulation results, the 4 graphs on the left side relate to the reference example, and the 4 graphs on the right side relate to the third embodiment. The vertical axis and horizontal axis of each graph represent the type of numerical value. Figure 5B The curves of the graphs are the same, so the description is omitted.

[0186] Fig. 8A The simulation conditions of the reference example are Figure 5A The simulation conditions of the reference example are the same, so Figure 8B The simulation results of the reference example are Figure 5B Therefore, the description is omitted.

[0187] In contrast, Figure 8B In the third embodiment, the start time of power reception of each electric vehicle (EV1, EV2, EV3) is the same, and the end time of power reception is different, so the remaining time (T = T d -T o ) produces a difference. The uncharged rate (ΔSOC) at the start of power reception (1 a.m.) is equal. Therefore, according to formula (5), at the start of power reception (1 a.m.), a difference in priority (β) corresponding to the difference in remaining time (T) occurs mainly between the electric vehicles (EV1, EV2, EV3). Specifically, the electric vehicle EV1 with the shortest remaining time (T) has the highest priority, and the electric vehicle EV3 with the longest remaining time (T) has the lowest priority. In accordance with the difference in priority (β), a difference in the rate of increase of the element received power (Pt) and the charging rate (SOC) occurs between the electric vehicles (EV1, EV2, EV3). Therefore, the electric vehicle EV1 with the shortest remaining time (T) can be allocated the difference power (ΔP) and charged preferentially compared with other electric vehicles (EV2, EV3).

[0188] Furthermore, as it approaches 7 a.m., the remaining time (T) of the electric vehicle EV1 approaches zero, so the priority (β) of the electric vehicle EV1 increases rapidly, and at 7 a.m., the electric vehicle EV1 is not charged any more and the charging is terminated ( Figure 2 is NO in S03).

[0189] Furthermore, at about 8:00 a.m., the electric vehicle EV2 is fully charged, and therefore does not continue to receive power and ends ( Figure 2In addition, at about 10:00 a.m., the electric car EV3 is fully charged, so it does not continue to receive electricity and ends ( Figure 2 is NO in S03).

[0190] In this way, Figure 8B In the reference example, the charging rate of the electric vehicle EV1 at the end time of power reception (7:00 a.m.) is 82%. Figure 8B In the embodiment, the charging rate of the electric vehicle EV1 at the end time of power reception (7:00 a.m.) can be increased to about 90%.

[0191] If the end time of power supply of the electric vehicle EV3 is compared, Figure 8B The implementation method and Figure 8B However, the electric vehicle EV3 can be fully charged until the departure time. The user's request (departure time) of the electric vehicle EV3 can be met, and the fluctuation of the final charging rate of each electric vehicle (EV1, EV2, EV3) in the load group 11 can be suppressed to achieve an average charging rate.

[0192] (Simulation results of the third example)

[0193] Next, the third simulation condition is described. Fig.9A As shown, three electric vehicles (EV1, EV2, EV3) perform power reception control by the power reception control method according to the third embodiment. The time when each electric vehicle starts receiving power (the start time of power reception) is the same time (1 a.m.), but the time when each electric vehicle ends receiving power (the end time of power reception) is different. The electric vehicle EV1 is 7 a.m., the electric vehicle EV2 is 9 a.m., and the electric vehicle EV3 is 11 a.m. The maximum value of the power (element receiving power) that can be received by the power receiving device 24 of each electric vehicle (EV1, EV2, EV3) is the same, which is 3kW, and the capacity (battery capacity) of the battery 25 of each electric vehicle (EV1, EV2, EV3) is also the same, which is 24kWh. In addition, the charging rate (starting SOC) of each electric vehicle (EV1, EV2, EV3) at the start time of power reception is different. The starting SOC of the electric vehicle EV1 is 20%, the starting SOC of the electric vehicle EV2 is 40%, and the starting SOC of the electric vehicle EV3 is 60%. The target value (target SOC) of the charging rate of each electric vehicle (EV1, EV2, EV3) is not set by the user, and remains at a default value of 100% (fully charged).

[0194] Next, the third simulation result will be described. Fig. 9B8 graphs showing the third simulation results, the 4 graphs on the left side relate to the reference example, and the 4 graphs on the right side relate to the third embodiment. The vertical axis and horizontal axis of each graph represent the type of numerical value and Figure 5B The curves of the graphs are the same, so the description is omitted.

[0195] exist Fig. 9B In the reference example, the total number of electric vehicles (N) is 3, and the priority (β) of each electric vehicle (EV1, EV2, EV3) is set to a fixed value (1 / 3). As a result, the difference power (ΔP) is evenly distributed to each electric vehicle (EV1, EV2, EV3), and the element receiving power (Pt) calculated according to formula (3) also changes evenly for the three vehicles. Therefore, the three electric vehicles (EV1, EV2, EV3) that started receiving power at 1 a.m. receive the same element receiving power (Pt). Therefore, the SOC of each electric vehicle (EV1, EV2, EV3) is different at the beginning, but the charging rate (SOC) of the three vehicles increases at the same slope.

[0196] Moreover, at about 6:00 a.m., the electric car EV3, which had the highest SOC at the beginning, was fully charged, so it stopped receiving power and ended ( Figure 2 At this time, the element power received by the electric vehicle EV3 changes to the difference power (ΔP) and is redistributed by the two electric vehicles (EV1, EV2). Therefore, after 6:00 am, the element power received by the electric vehicles (EV1, EV2) increases.

[0197] Furthermore, 7 a.m. becomes the departure time of the electric vehicle EV1 having the lowest SOC at the start, so the electric vehicle EV1 does not continue to receive power and ends ( Figure 2 At this time, the element power received by the electric vehicle EV1 changes to the difference power (ΔP) and is redistributed by one electric vehicle EV2. Therefore, after 7:00 a.m., the element power received by the electric vehicle EV2 increases, and the element power received by the electric vehicle EV2 does not exceed the power capacity (3kW) of the power receiving device 24 of the electric vehicle EV2.

[0198] Furthermore, at about 8:00 a.m., the electric vehicle EV2 is fully charged, and therefore does not continue to receive power and ends ( Figure 2 In addition, the charging rate of the electric vehicle EV1 when the power supply is terminated without continuing to be received is about 50%.

[0199] In contrast, Fig. 9B In the third embodiment, the start time of power reception of each electric vehicle (EV1, EV2, EV3) is the same, and the end time of power reception is different, so the remaining time (T = T d -T o) The uncharged rate (ΔSOC) at the start of power reception (1 a.m.) is also different. Specifically, the remaining time (T) decreases in the order of EV1, EV2, and EV3, and the uncharged rate (ΔSOC) increases in the order of EV1, EV2, and EV3.

[0200] Therefore, the denominator in formula (5) decreases in the order of EV1, EV2, and EV3, and the numerator increases in the order of EV1, EV2, and EV3. Therefore, the priority (β) calculated according to formula (5) also increases in the order of EV1, EV2, and EV3. Fig. 9B As shown in the third embodiment, the increase rates of the element received electric powers (Pt) and the charging rates (SOC) also increase in the order of EV1, EV2, and EV3.

[0201] As a result, the difference in the SOC at the start of each electric vehicle (EV1, EV2, EV3) decreases as the charging time passes, and the fluctuation of the charging rate can be suppressed to achieve an average charging rate. As a result, the charging rate at the departure time of the electric vehicle EV1 with the smallest SOC at the start can be increased from about 50% to nearly 90%. In other words, the charging rate of each electric vehicle can be averaged, and the difference power (ΔP) can be appropriately distributed according to the user's expectations (departure time).

[0202] If the end time of power reception of two electric vehicles (EV2 and EV3) is compared, Fig. 9B Implementation method Fig. 9B The reference example lags behind. However, each electric vehicle (EV2, EV3) can be fully charged until the departure time. The user's request (departure time) of the electric vehicle EV1 can be met, and the fluctuation of the final charging rate of each electric vehicle (EV1, EV2, EV3) in the load group 11 can be suppressed to achieve an average charging rate.

[0203] (Fourth embodiment)

[0204] In the fourth embodiment, an example will be described in which the priority (β) of the electric vehicle EV1 is calculated based on the method in which the user has signed a contract regarding power reception by the electric vehicle EV1.

[0205] Regarding the power supply of the electric vehicle EV1, the user can sometimes sign various contract methods. For example, regarding the level of priority (β), the user can select a desired level (contract method) from multiple levels such as level 1, level 2, level 3, etc. and sign a contract. The user can sign a contract regarding the power supply of the electric vehicle EV1 with the object that pays the fee for using the power supplied via the power equipment 12. The object of the payment of the fee is, for example, an organization or institution that manages and operates the infrastructure involved in the power supply.

[0206] Of course, the "method in which the user signs a contract regarding the power supply of the electric vehicle EV1 (hereinafter referred to as the "power supply contract method")" is not limited to a contract directly related to the level of priority (β). In addition, it can also be a contract method regarding the level (grade) of the comprehensive power supply service. In this case, the level of priority (β) corresponding to the difference in the level of the comprehensive power supply service is preset.

[0207] The calculation device 23 calculates the priority (β) of the electric vehicle EV1 based on the numerical value specified in the power receiving contract method. The numerical value specified in the power receiving contract method is, for example, a correction coefficient pre-specified in accordance with the power receiving contract method. Each adjustment coefficient (1, 4 / 5, 3 / 5, ...) is associated with each power receiving contract method (level 1, level 2, level 3, ...). The calculation device 23 calculates the priority (β) of the electric vehicle EV1 by multiplying the default value of the priority (for example, 1 / N) by the adjustment coefficient specified in the power receiving contract method. N represents the total number of electric vehicles receiving electricity in the load group 11. Electronic data representing the power receiving contract method and the adjustment coefficient specified in the power receiving contract method are pre-stored in the memory (registers, buffer memory, cache, ROM, RAM, etc. in the CPU) in the calculation device 23.

[0208] Thus, the power receiving control device of the fourth embodiment differs from the first to third embodiments in that the "numerical value indicating the request of the user of the electric vehicle EV1" used when calculating the priority (β) is different. However, the other structures are the same as those of the first embodiment ( Figure 1 ) are common, so the explanation is omitted.

[0209] Operation of the power reception control device of the fourth embodiment, that is, the power reception control method and Figure 2 The order shown is common. However, there are differences in the actions of steps S02 and S04. That is, in step S02, the vehicle state acquisition device 22 acquires information indicating the power receiving contract method. In step S04, the calculation device 23 calculates the priority (β) of the electric vehicle EV1 based on the numerical value (e.g., correction coefficient) specified in the power receiving contract method. The other steps are common to the first embodiment, so they are omitted from further explanation.

[0210] Furthermore, it is of course possible to modify the first modification example ( Figure 3 ), and a second modification example ( Figure 4 ) is applied to the power receiving control device and the power receiving control method of the fourth embodiment.

[0211] (Simulation results)

[0212] Next, a description will be given of simulation results of power reception control executed according to the power reception control method according to the fourth embodiment.

[0213] First, the simulation conditions of the fourth embodiment are described. Fig. 10A As shown, three electric vehicles (EV1, EV2, EV3) perform power reception control by the power reception control method involved in the fourth embodiment. The time when each electric vehicle starts to receive power (the start time of power reception) is the same time (1 am), and the time when each electric vehicle ends to receive power (the end time of power reception) is the same time (11 am). The maximum value of the power (element power reception power) that can be received by the power receiving device 24 of each electric vehicle (EV1, EV2, EV3) is the same, which is 3kW, and the capacity (battery capacity) of the battery 25 of each electric vehicle (EV1, EV2, EV3) is also the same, which is 24kWh. In addition, the charging rate (SOC at the start) of each electric vehicle (EV1, EV2, EV3) at the start time of power reception is also the same, which is 40%. The target value (target SOC) of the charging rate of each electric vehicle (EV1, EV2, EV3) is not set by the user, and the default value remains unchanged and is 100% (fully charged).

[0214] Each electric vehicle (EV1, EV2, EV3) has a different priority. The correction coefficient of electric vehicle EV1 is 1 / 3, the correction coefficient of electric vehicle EV2 is 2 / 3, and the correction coefficient of electric vehicle EV3 is 1. The priority increases in the order of EV3, EV2, and EV1. The total number of electric vehicles (N) is 3, so the priority of electric vehicle EV1 is 1 / 9, the priority of electric vehicle EV2 is 2 / 9, and the priority of electric vehicle EV3 is 1 / 3.

[0215] Next, the simulation results are described. Fig. 10B 8 graphs showing simulation results of the fourth embodiment. The 4 graphs on the left are related to the reference example, and the 4 graphs on the right are related to the fourth embodiment. The vertical axis and horizontal axis of each graph represent the type of numerical value. Figure 5B The curves of the graphs are the same, so the description is omitted.

[0216] In the reference example, the total number of electric vehicles (N) is 3, and the priority (β) of each electric vehicle (EV1, EV2, EV3) is set to a fixed value (1 / 3). As a result, the difference power (ΔP) is evenly distributed to each electric vehicle (EV1, EV2, EV3), and the element power (Pt) calculated according to formula (3) also changes evenly for the three vehicles. Therefore, the three electric vehicles (EV1, EV2, EV3) that started receiving power at 1 a.m. receive the same element power (Pt). Therefore, the SOC of each electric vehicle (EV1, EV2, EV3) is equal at the beginning, so the charging rate (SOC) of the three vehicles increases with the same slope and changes evenly.

[0217] Furthermore, before 10:00 a.m., the three electric vehicles (EV1, EV2, EV3) are fully charged, so they stop receiving electricity and end ( Figure 2 (NO in S03).

[0218] In contrast, in the fourth embodiment, the priority (β) of each electric vehicle (EV1, EV2, EV3) is different, so the difference power (ΔP) is not evenly distributed, but distributed in the order of EV3, EV2, and EV1. Therefore, the element power receiving power (Pt) is also the largest for electric vehicle EV3 and the smallest for electric vehicle EV1. In this way, the electric vehicles (EV1, EV2, EV3) have the same SOC at the beginning, but their priorities (β) are different. Therefore, the electric vehicle EV3 with the highest priority (β) is fully charged at the earliest time (around 6 a.m.), and does not continue to receive power and ends ( Figure 2 At this time, the element power received by the electric vehicle EV3 changes to the difference power (ΔP) and is redistributed by the two electric vehicles (EV1, EV2). Therefore, after 6:00 am, the element power received by the two electric vehicles (EV1, EV2) increases.

[0219] Then, the electric car EV2 with the next highest priority (β) is fully charged at the earliest time (around 8:00 a.m.) and stops receiving electricity ( Figure 2 At this time, the element power received by the electric vehicle EV2 changes to the difference power (ΔP) and is redistributed by one electric vehicle (EV1). Therefore, after 8 am, the element power received by one electric vehicle (EV1) increases.

[0220] Finally, the electric car EV1 with the lowest priority (β) is fully charged at the latest time (around 10:00 a.m.) and stops receiving power ( Figure 2 (NO in S03).

[0221] In this way, any electric vehicle (EV1, EV2, EV3) can be fully charged before the end time (11:00 a.m.), and at the same time, different power receiving controls can be performed for each electric vehicle (EV1, EV2, EV3) according to the difference in the user's contract for power receiving of the electric vehicle EV1. Therefore, the charging rate of each electric vehicle can be averaged, and the difference power (ΔP) can be appropriately allocated according to the user's request.

[0222] Here, in the first embodiment and its variants, and the second to fourth embodiments, the electric vehicle is an example of a "power storage element". The power receiving control device and the power receiving control method involved in the first embodiment and its variants, and the second to fourth embodiments can be applied not only to electric vehicles, but also to other power storage elements such as fixed batteries (including fixed storage batteries) installed in houses, buildings, facilities, etc., and batteries installed in mobile communication terminals such as personal computers and smartphones.

[0223] (Fifth embodiment)

[0224] As shown in formula (3), the calculation device 23 adds the element difference power (βΔP) to the element receiving power (Pt) of the previous processing cycle to update the element receiving power (Pt+1). Therefore, each time the processing cycle is repeatedly executed, the element receiving power (Pt) of each electric vehicle increases, and the current value (Pall_now) of the total transmission power measured by the current measuring device 13 approaches the maximum value (Pall_max) of the total transmission power that can be transmitted to the entire load group 11 via the power equipment 12. As a result, the difference power (ΔP) shown in formula (1) also approaches zero, so the current value (Pall_now) of the total transmission power converges to the maximum value (Pall_max) of the total transmission power.

[0225] Consider the case where other electric vehicles in the load group 11 are about to restart receiving power when the difference power (ΔP) is zero. The initial value (P0) of the element power received by the new electric vehicle is zero, and the element difference power (βΔP) is also zero. Therefore, as long as the difference power (ΔP) is zero, the element power received by the new electric vehicle (Pt) does not increase and the new electric vehicle does not start receiving power.

[0226] Therefore, in the fifth embodiment and its modified example, when updating the element power receiving power (Pt+1), the constant power correction value (αPt) is subtracted from the previous element power receiving power (Pt) to correct the updated element power receiving power (Pt+1). It is possible to make it difficult for the difference power (ΔP) to become zero. The electric vehicle that is to restart power receiving can start power receiving at an early stage.

[0227] Next, the specific structure and procedure of the power reception control device and the power reception control method according to the fifth embodiment and its modified examples will be described.

[0228] The structure of the power receiving control device according to the fifth embodiment will be described. Figure 1 Compared with the power reception control device according to the first embodiment shown in FIG. 1 , the updating process of the element received power (Pt+1) by the calculation device 23 of the power reception control device according to the fifth embodiment is different. Figure 1 The configuration of the peripheral devices of the power receiving control device (electric vehicle EV1, power equipment 12, current measuring device 13, difference information transmitting device 14, other power consumption elements 15) is the same as that of the first embodiment. Therefore, the description will be centered on the different parts, and the description of the same parts will be omitted.

[0229] The power receiving control device involved in the fifth embodiment supplies electric energy to a load group 11 including multiple electric vehicles (EV1, EV2, EV3,...) via an electric power device 12, and controls the element receiving power (Pt) of the electric power received by the electric vehicle EV1 included in the load group 11 by repeatedly executing a prescribed processing cycle.

[0230] The “processing cycle” includes the processing steps (i) to (iv).

[0231] (i) The receiving device 21 acquires information indicating a difference power (ΔP) obtained by subtracting a current value (Pall_now) of the total power transmitted to the entire load group 11 via the power equipment 12 from a maximum value (Pall_max) of the total power transmitted to the entire load group 11 via the power equipment 12 .

[0232] (ii) The calculation device 23 multiplies the difference power (ΔP) represented by the acquired information by the priority level (β) of the electric vehicle EV1 indicating the degree to which the electric vehicle itself (electric vehicle EV1) is given priority in receiving power compared with other electric vehicles (EV2, 2V3,...), thereby calculating the element difference power (βΔP).

[0233] (iii) The calculation device 23 adds the element difference power (βΔP) to the element received power (Pt) of the previous processing cycle and subtracts the power correction value (αPt), thereby updating the element received power (Pt+1). In addition, the power correction value (αPt) is calculated based on the prescribed correction rate (α) and the element received power (Pt).

[0234] (iv) The calculation device 23 controls the electric vehicle EV1 so as to receive the updated element received electric power (Pt+1).

[0235] Here, in the fifth embodiment and its variants, the electric vehicle is an example of a "power receiving element". The power receiving control device and the power receiving control method involved in the fifth embodiment and its variants can be applied not only to electric vehicles but also to all power receiving elements including other power storage elements such as fixed batteries and other power consumption elements without batteries.

[0236] like Figure 1 As shown, the power receiving control device includes: a receiving device 21 that receives an electric signal from the outside; and a calculating device 23 that calculates the elemental power (Pt) received by the electric vehicle EV1. Regarding the power receiving control device involved in the fifth embodiment, the priority (β) is set to a fixed value, so the vehicle state acquisition device 22 may not be included.

[0237] The receiving device 21 receives the electric signal indicating the difference power (ΔP) transmitted from the transmitting unit 32. The electric signal indicating the difference power (ΔP) is transmitted to the calculating device 23.

[0238] The vehicle state acquisition device 22 acquires information indicating the state of the electric vehicle EV1. For example, the "state of the electric vehicle EV1" refers to a numerical value indicating the request of the user of the electric vehicle EV1. The numerical value indicating the request of the user of the electric vehicle EV1 is, for example, the time until the end of power reception of the electric vehicle EV1 (T d ), and the target SOC of the electric vehicle EV1. Another example of the request of the user of the electric vehicle EV1 is a method in which the user signs a contract for receiving electricity from the electric vehicle EV1 (electricity receiving contract method).

[0239] As shown in formula (7), the calculation device 23 multiplies the difference power (ΔP) by the priority (β) to calculate the element difference power (βΔP). Furthermore, the calculation device 23 adds the element difference power (βΔP) to the element receiving power (Pt) of the previous processing cycle and subtracts the power correction value (αPt), thereby updating the element receiving power (Pt+1). In addition, the power correction value (αPt) is calculated by multiplying the element receiving power (Pt) by the correction rate α.

[0240] [Formula 7]

[0241] P t+1 =P t +β·ΔP-α·P t …(7)

[0242] Furthermore, in the fifth embodiment, the calculation device 23 uses a fixed value (1 / N) as the priority (β).

[0243] The correction rate α in formula (7) represents the strength of the correction. If the correction rate α is reduced, the correction effect is reduced. If the correction rate α is increased, the total power transmitted through the power equipment 12 is likely to produce a surplus, that is, a difference power. The correction rate α is determined in a manner to obtain appropriate responsiveness for the entire load group 11. Specifically, the longer the power receiving time (the continuous power receiving time Tcharge) of all the contractors counted is, the smaller the correction rate α is, and the lower the responsiveness is. For example, when each electric vehicle in the entire load group 11 receives power for an average of 11 hours (7 pm to 6 am), the continuous power receiving time is long enough. Therefore, even if the correction rate α is reduced, it is possible to charge to the target SOC until 6 am.

[0244] As other factors of responsiveness, there are the repetition period of the processing cycle or the control interval. The shorter the repetition period of the processing cycle or the control interval, the better the responsiveness, so the correction rate α can be reduced. If the assumed continuous power receiving time Tcharge and the control interval are taken into consideration, α can be set to 0.015, for example.

[0245] The calculation device 23 sends an instruction signal to the power receiving device 24 so that the power receiving device 24 receives the updated component received power (Pt+1). The power receiving device 24 receiving the instruction signal receives the updated component received power (Pt+1) via the power equipment 12 .

[0246] The power reception control device repeatedly executes a “processing cycle” including the processing steps (i) to (iv) at a constant period, thereby controlling the electric power (elementary received power Pt) received by the power reception device 24 of the electric vehicle EV1.

[0247] Reference Figure 2 The flowchart of the present invention is used to explain an example of a power receiving control method implemented by the power receiving control device according to the fifth embodiment. Figure 1 The specific sequence of the power receiving processing method of the power receiving control device can be easily understood by describing the specific structure and functions of the power receiving control device of the fifth embodiment. Therefore, here, as the power receiving processing method implemented by the power receiving control device involved in the fifth embodiment, the main processing operations of the power receiving control device are described, and the description of the detailed processing operations is repeated with the description of the power receiving control device and is omitted.

[0248] First, in step S01 , the receiving device 21 acquires information indicating the difference power (ΔP) calculated by the calculation unit 31 .

[0249] Then, step S02 is not executed, and the process proceeds to step S03, where the power receiving control device determines whether to continue receiving power. For example, when a power receiving end instruction signal is received from the user of the electric vehicle EV1 (NO in S03), or the current time is the end time of power receiving (T d ), the power receiving is terminated without continuing. Alternatively, when it is detected that the charging port is not connected (NO in S03), the possibility that the electric vehicle EV1 starts to move in the next few minutes increases, so the power receiving is terminated without continuing. In addition, when the charging rate (SOC) of the battery 25 reaches the target value (NO in S03), the power receiving control device 200 enters step S04 to continue the power receiving. If the above conditions do not exist (YES in S03), the power receiving control device 200 enters step S04 to continue the power receiving.

[0250] In step S04, the calculation device 23 sets a fixed value (1 / N) as the priority (β) of the electric vehicle EV1. In step S05, the calculation device 23 substitutes the difference power (ΔP), the priority (β) and the correction rate (α=0.015) into equation (7) to update the element receiving power (Pt+1).

[0251] In step S06, the calculation device 23 controls the power receiving device 24 so that the power receiving device 24 receives the updated element power (Pt+1). Until the determination in step S03 is NO, the power receiving control device repeatedly executes the processing loop consisting of steps S01 to S06, thereby controlling the element power (Pt).

[0252] In addition, it is of course possible to change the calculation method of the present value (Pall_now) of the total transmitted electric power to the first embodiment. Figure 3 ), and a second modification example ( Figure 4 ) is applied to the power receiving control device and the power receiving control method involved in the fifth embodiment and its modified examples.

[0253] (Simulation results)

[0254] Next, a description will be given of simulation results of power reception control executed according to the power reception control method according to the fifth embodiment.

[0255] First, the simulation conditions of the fifth embodiment are described. Fig.11AAs shown, three electric vehicles (EV1, EV2, EV3) perform power reception control by the power reception control method according to the fifth embodiment. The time when each electric vehicle starts power reception (start time) is different. The start time of the electric vehicle EV1 is 1:00 a.m., the start time of the electric vehicle EV2 is 2:00 a.m., and the start time of the electric vehicle EV3 is 3:00 a.m. The time when each electric vehicle ends power reception (end time of power reception) is different. The end time of power reception of the electric vehicle EV1 is 11:00 a.m., the end time of power reception of the electric vehicle EV2 is 10:00 a.m., and the end time of power reception of the electric vehicle EV3 is 9:00 a.m. The maximum value of the power (element power reception) that can be received by the power receiving device 24 of each electric vehicle (EV1, EV2, EV3) is the same, which is 3kW, and the capacity (battery capacity) of the battery 25 of each electric vehicle (EV1, EV2, EV3) is also the same 24kWh. In addition, the charging rate (SOC at the start) of each electric vehicle (EV1, EV2, EV3) at the start time of power reception is the same, which is 40%. The target value (target SOC) of the charging rate of each electric vehicle (EV1, EV2, EV3) is not set by the user and remains at the default value of 100% (fully charged). The correction rate α of each electric vehicle (EV1, EV2, EV3) is set to 0.015 and the priority β is set to 1 / 3 (fixed value).

[0256] Next, the simulation results are described. Fig. 11B 8 graphs showing simulation results, the 4 graphs on the left side relate to the reference example, and the 4 graphs on the right side relate to the fifth embodiment. The vertical axis and horizontal axis of each graph represent the type of numerical value. Figure 5B The curves of the graphs are the same, so the description is omitted.

[0257] In the reference example, the calculation device 23 updates the element receiving power (Pt+1) according to equation (3). Compared with equation (7), the right side of equation (3) does not have the power correction value (αPt). Therefore, the element receiving power (Pt) of the electric vehicle EV1 that started receiving power at 1 a.m. increases to its own power capacity (3kW). The element receiving power (Pt) of the electric vehicle EV2 that started receiving power at 2 a.m. increases to the difference power (2kW) obtained by subtracting the element receiving power (3kW) of the electric vehicle EV1 from the maximum value of the total transmitted power (5kW).

[0258] At this time, the difference power (ΔP) remains at zero without changing. Therefore, the element power (Pt) of the electric vehicle EV3 that started receiving power at 3 a.m. remains at zero without increasing. That is, the electric vehicle EV3 cannot start receiving power, and the charging rate SOC remains at the SOC at the start without changing.

[0259] Then, the electric car EV1 is fully charged at about 6 am and stops receiving power ( Figure 2 At this time, the element power received by the electric vehicle EV1 (3kW) changes to the difference power (ΔP) and is redistributed by the two electric vehicles (EV2 and EV3). As a result, the element power received by the electric vehicle EV3 (Pt) increases to 2kW. That is, the electric vehicle EV3 starts to receive power, and the charging rate SOC starts to increase.

[0260] Then, the electric car EV2 is fully charged at about 8 am and stops receiving power ( Figure 2 At this time, the element receiving power (3kW) of the electric vehicle EV2 changes to the difference power (ΔP) and is redistributed by one electric vehicle (EV3).

[0261] Then, at 9:00 a.m., the EV3 electric car reaches the end of its power supply. d )”, so the electric car EV3 does not continue to receive power and ends ( Figure 2 At this time, the charging rate of the electric vehicle EV3 is about 60%.

[0262] Thus, in the reference example, when the difference power (ΔP) is zero, even if the new electric vehicle EV3 starts receiving power, the other electric vehicle EV1 stops receiving power and ends ( Figure 2 Therefore, it is difficult to start the new electric car EV3 receiving power at an early stage.

[0263] In contrast, in the fifth embodiment, the calculation device 23 updates the element receiving power (Pt+1) according to the formula (7) having the power correction value (αPt) on the right side. Therefore, after the electric vehicle EV2 starts receiving power at 2 a.m., the current value (Pall_now) of the total transmitted power supplied via the power equipment 12 has a surplus. That is, the difference power (ΔP) is unlikely to become zero. The surplus of the current value (Pall_now) of the total transmitted power is also allocated as the difference power (ΔP) to the electric vehicle EV3 that is trying to restart receiving power.

[0264] Therefore, the element power received by the electric vehicle EV3 increases from the time when power reception starts (3 am). As a result, the charge rate SOC at the "time when power reception ends (9 am)" of the electric vehicle EV3 can be increased from about 60% to about 70%. In this way, the electric vehicle EV3 can start power reception at an early stage without waiting for the end of power reception by the other electric vehicle EV1, so the charge rate at the end of power reception of the electric vehicle EV3 can be increased.

[0265] As shown in equation (7), the power correction value (αPt) is proportional to the element received power (Pt). Thus, the margin of the total transmitted power can be shared among a plurality of electric vehicles according to the element received power (Pt).

[0266] (Third Modification)

[0267] The priority (β) of the fifth embodiment is a fixed value (1 / N). In contrast, in the third variant, an example of calculating the priority (β) based on the uncharged rate (ΔSOC) obtained by subtracting the current value (SOCnow) of the charge rate of the battery 25 from the target value (SOCgoal) of the charge rate of the battery 25 is described.

[0268] The power receiving control device according to the third modification example includes a vehicle state acquisition device 22. The vehicle state acquisition device 22 acquires information indicating a target value (SOCgoal) of the charging rate of the battery 25 and a current value (SOCnow) of the charging rate of the battery 25. Figure 2 In step S02 of the processing loop shown, the vehicle state acquisition device 22 measures the charging rate of the battery 25 and acquires the measured value as a current value (SOCnow).

[0269] exist Figure 2 In step S04, the calculation device 23 uses formula (8) and calculates the priority (β) of the electric vehicle EV1 according to the target value (SOCgoal) of the charging rate of the battery 25. The priority (β) is proportional to the uncharged rate (ΔSOC). Alternatively, the priority (β) may be proportional to the g-th power (g is a positive number greater than or equal to 2) of the uncharged rate (ΔSOC). When the user does not set the target value (SOCgoal), the target value (SOCgoal) is set to 100%, i.e., 1.00.

[0270] [Mathematical formula 8]

[0271]

[0272] In the third modification, when the current value (SOCnow) reaches the target value (SOCgoal), Figure 2 In step S03, the calculation device 23 may determine that power is not to be continued and terminate the process.

[0273] (Simulation results)

[0274] Next, a description will be given of simulation results of power reception control executed according to the power reception control method according to the third modification.

[0275] like Fig.11A and Fig. 12AAs shown, the simulation conditions of the third modification are the same as those of the fifth embodiment. The correction rate α of each electric vehicle (EV1, EV2, EV3) is set to 0.015, and the priority β is calculated according to equation (8) in both the reference example and the third modification.

[0276] Next, the simulation results are described. Fig. 12B 8 graphs showing simulation results, the 4 graphs on the left side relate to the reference example, and the 4 graphs on the right side relate to the third variant. The vertical axis and horizontal axis of each graph represent the type of numerical value. Figure 5B The curves of the graphs are the same, so the description is omitted.

[0277] In the reference example, the calculation device 23 updates the element power receiving power (Pt+1) according to formula (3). Compared with formula (7), the right side of formula (3) does not have the power correction value (αPt). Therefore, after 2 a.m. when the electric vehicle EV2 starts receiving power, the difference power (ΔP) remains zero and does not change. Therefore, although the electric vehicle EV3 that starts receiving power at 3 a.m. has a higher priority than other electric vehicles (EV1, EV2), the electric vehicle EV3 cannot start receiving power until 6 a.m. when the other electric vehicle EV1 ends receiving power, and the charging rate SOC remains the SOC at the beginning and does not change. The charging rate of the electric vehicle EV3 at the end of power reception (9 a.m.) is about 60%.

[0278] In contrast, in the third variant, the calculation device 23 updates the element receiving power (Pt+1) according to the formula (7) having the power correction value (αPt) on the right side. Therefore, after the electric vehicle EV2 starts receiving power at 2 a.m., the current value (Pall_now) of the total transmitted power supplied via the power equipment 12 has a surplus. That is, the difference power (ΔP) is unlikely to become zero. The surplus of the current value (Pall_now) of the total transmitted power is also allocated as the difference power (ΔP) to the electric vehicle EV3 that is trying to restart receiving power.

[0279] Therefore, the element power received by the electric vehicle EV3 increases from the time when power reception starts (3 a.m.). As a result, the charge rate SOC at the "power reception end time (9 a.m.)" of the electric vehicle EV3 can be increased from about 60% to about 80%. In this way, the electric vehicle EV3 can start receiving power early without waiting for the power reception of the other electric vehicle EV1 to end, so the charge rate at the end of power reception of the electric vehicle EV3 can be improved.

[0280] (Fourth Modification)

[0281] In the fourth modification, a method based on the current time (T o) to the end time of power receiving (T d ) is an example of calculating the priority (β) based on the remaining time (T) until .

[0282] The power receiving control device according to the fourth modification example includes a vehicle state acquisition device 22. The vehicle state acquisition device 22 acquires a current time (T o ) to the end time (T d ) to the remaining time (T). Specifically, Figure 2 In step S02 of the processing loop shown in FIG. 1 , the vehicle state acquisition device 22 acquires information indicating the remaining time (T). Alternatively, information indicating the end time of power reception (T d ) information, for the current moment (T o ) to the end time of power receiving (T d ) is calculated based on the remaining time (T) until the end of the period.

[0283] exist Figure 2 In step S04, the calculation device 23 uses formula (2) and according to the current time (T o ) to the end time of power receiving (T d ) is used to calculate the priority (β). The priority (β) is inversely proportional to the remaining time (T). As the remaining time (T) decreases, the priority (β) increases. Formula (2) is just an example. For example, the priority (β) may be inversely proportional to the "remaining time (T) to the power of g" (g is a positive number), which is the remaining time (T) multiplied by itself to a power greater than or equal to 2.

[0284] (Simulation results)

[0285] Next, a description will be given of simulation results of power reception control executed according to the power reception control method according to the fourth modification.

[0286] like Fig.11A and Fig.13A As shown, the simulation conditions of the fourth modification are the same as those of the fifth embodiment. The correction rate α of each electric vehicle (EV1, EV2, EV3) is set to 0.015, and the priority β is calculated according to equation (2) in both the reference example and the fourth modification.

[0287] Next, the simulation results are described. Fig. 13B 8 graphs showing simulation results, the 4 graphs on the left side relate to the reference example, and the 4 graphs on the right side relate to the fourth variant. The vertical axis and horizontal axis of each graph represent the type of numerical value. Figure 5B The curves of the graphs are the same, so the description is omitted.

[0288] In the reference example, the calculation device 23 updates the element power receiving power (Pt+1) according to formula (3). Compared with formula (7), the right side of formula (3) does not have the power correction value (αPt). Therefore, after 3 a.m. when the element power receiving power of the electric vehicle EV2 is stable, the difference power (ΔP) remains zero and does not change. Therefore, although the electric vehicle EV3 that started receiving power at 3 a.m. has a higher priority than other electric vehicles (EV1, EV2), the element power receiving power (Pt) of the electric vehicle EV3 does not increase and remains approximately zero. Therefore, until 6 a.m. when the power receiving of the other electric vehicle EV1 ends, the electric vehicle EV3 cannot start receiving power, and the charging rate SOC remains the SOC at the beginning and hardly changes. The charging rate of the electric vehicle EV3 at the end of power receiving (9 a.m.) is approximately 60%.

[0289] In contrast, in the fourth variant, the calculation device 23 updates the element receiving power (Pt+1) according to the formula (7) having the power correction value (αPt) on the right side. Therefore, after the electric vehicle EV2 starts receiving power at 2 a.m., the element receiving power of the electric vehicle EV1 starts to decrease, and even after 3 a.m., the difference power (ΔP) does not become zero, and there is a margin in the current value (Pall_now) of the total transmitted power. As a result, the margin of the current value (Pall_now) of the total transmitted power is also allocated as the difference power (ΔP) to the electric vehicle EV3 that is trying to restart receiving power at 3 a.m., and the element receiving power of the electric vehicle EV3 is increased at an early stage. In this way, there is a margin in the current value (Pall_now) of the total transmitted power, so that the electric vehicle EV3 that is trying to restart receiving power can start receiving power at an early stage.

[0290] The element power received by the electric vehicle EV3 increases from the time when power reception starts (3 a.m.). As a result, the charge rate SOC at the "power reception end time (9 a.m.)" of the electric vehicle EV3 can be increased from about 60% to about 80%. In this way, the electric vehicle EV3 can start receiving power at an early stage without waiting for the power reception of the other electric vehicle EV1 to end, so the charge rate at the end of power reception of the electric vehicle EV3 can be increased.

[0291] The time when the electric vehicle EV1 is fully charged is later than that in the reference example, until the end time (T d ) to reach a fully charged state, so the user's request is met. In addition, the end time of power reception (10 o'clock = T d) has not reached a fully charged state, but has reached a charging rate greater than or equal to 95%, so it can be determined that the user's request is fully met. In this way, the user's request of all electric vehicles (EV1 to EV3) included in the load group 11 can be met, and the charging rate of each electric vehicle can be averaged. In other words, the end time (T d )’s charging rate dispersion.

[0292] (Fifth Modification)

[0293] In the fifth modification, a method based on the uncharged rate (ΔSOC) and the end time (T d ) by calculating the remaining time (T) until the end of the first step. In the fifth variant, the method for calculating the priority (β) using the formula (5) described in the third embodiment may be used as a method for calculating the priority (β).

[0294] The power receiving control device according to the fifth modification includes a vehicle state acquisition device 22. The vehicle state acquisition device 22 acquires information indicating a target value (SOCgoal) of the charging rate and a current value (SOCnow) of the charging rate of the battery 25, and information indicating a remaining time (T). Figure 2 In step S02 of the processing loop shown in FIG. 1 , the vehicle state acquisition device 22 measures the charging rate of the battery 25 and obtains the measured value as the current value (SOCnow). In addition, the vehicle state acquisition device 22 obtains information indicating the remaining time (T). Alternatively, the vehicle state acquisition device 22 may obtain information indicating the end time of power reception (T d ) information until the end of power reception (T d ) is calculated based on the remaining time (T) until the end of the period.

[0295] In step S04, the calculation device 23 replaces the formula (2) with the formula (5) and calculates the time until the end time (T d ) and the target value (SOCgoal) of the charging rate of the battery 25 to calculate the priority (β) of the electric vehicle EV1. In the fifth modification, the priority (β) is calculated using the formula (5), but the formula (6) may be used instead of the formula (5).

[0296] (Simulation results)

[0297] Next, a description will be given of simulation results of power reception control executed according to the power reception control method according to the fifth modification.

[0298] like Fig.11A and Fig.14AAs shown, the simulation conditions of the fifth variant are the same as those of the fifth embodiment. The correction rate α of each electric vehicle (EV1, EV2, EV3) is set to 0.015, and the priority β is calculated according to formula (5) in both the reference example and the fifth variant. The target value of the charging rate (SOCgoal) is set to full charge (100% = 1.00) as a default value.

[0299] Next, the simulation results are described. Fig. 14B 8 graphs showing simulation results, the 4 graphs on the left side relate to the reference example, and the 4 graphs on the right side relate to the fifth variant. The vertical axis and horizontal axis of each graph represent the type of numerical value. Figure 5B The curves of the graphs are the same, so the description is omitted.

[0300] In the reference example, the calculation device 23 updates the element power receiving power (Pt+1) according to equation (3). Compared with equation (7), equation (3) does not have the term of power correction value (αPt) on the right side. Therefore, after 4 a.m. when the element power receiving power of the electric vehicle EV2 is stable, the difference power (ΔP) remains zero and does not change. However, at 3 a.m. when the electric vehicle EV3 starts receiving power, there is a slight difference power (ΔP), so the element power receiving power (Pt) of the electric vehicle EV3 increases slightly, but does not increase after 4 a.m. when the difference power (ΔP) becomes zero. Therefore, although the electric vehicle EV3 that starts receiving power at 3 a.m. has a higher priority than other electric vehicles (EV1, EV2), the element power receiving power (Pt) of the electric vehicle EV3 is not greater than the element power receiving power (Pt) of other electric vehicles (EV1, EV2). Therefore, until 6 a.m. when the power receiving of the other electric vehicle EV1 ends, the electric vehicle EV3 cannot start receiving power, and the charging rate SOC remains the SOC at the start and does not change. The charging rate of the electric vehicle EV3 at the end time of power reception (9 am) is about 60%.

[0301] In contrast, in the fifth modification, the calculation device 23 updates the element receiving power (Pt+1) according to the formula (7) having the power correction value (αPt) on the right side. Therefore, after the electric vehicle EV2 starts receiving power at 2 a.m., the element receiving power of the electric vehicle EV1 starts to decrease, and even after 3 a.m., the difference power (ΔP) does not become zero, and there is a margin in the current value (Pall_now) of the total transmitted power. As a result, the margin of the current value (Pall_now) of the total transmitted power is also distributed as the difference power (ΔP) to the electric vehicle EV3 that is to resume receiving power at 3 a.m., and the element receiving power of the electric vehicle EV3 is increased at an early stage. In this way, there is a margin in the current value (Pall_now) of the total transmitted power, so that the electric vehicle EV3 that is to resume receiving power can start receiving power at an early stage.

[0302] The element power received by the electric vehicle EV3 increases from the time when power reception starts (3 a.m.). As a result, the charge rate SOC at the "time when power reception ends (9 a.m.)" of the electric vehicle EV3 can be increased from about 60% to about 80%. In this way, the electric vehicle EV3 can start receiving power at an early stage without waiting for the end of power reception by the electric vehicle EV1, so the charge rate at the end of power reception of the electric vehicle EV3 can be increased.

[0303] End time of power supply (11:00 = T d ) has not reached a fully charged state, but has reached a charging rate greater than or equal to 95%, so it can be determined that the user's request is fully met. d ) has not reached a fully charged state, but has reached a charging rate greater than or equal to 90%, so it can be determined that the user's request is fully met. In this way, the user's request of all electric vehicles (EV1 to VE3) included in the load group 11 can be met, and the charging rate of each electric vehicle can be averaged. In other words, the end time (T d )’s charging rate dispersion.

[0304] (Sixth Modification)

[0305] As shown in formula (7), when updating the element power receiving power (Pt), the power receiving control device of the fifth embodiment subtracts the power correction value (αPt) from the previous element power receiving power (Pt), thereby making it difficult for the difference power (ΔP) to become zero. As a result, the current value (Pall_now) of the total power transmission is left with a margin, and the electric vehicle that is about to resume power reception can start power reception at an early stage.

[0306] On the other hand, by subtracting the power correction value (αPt), the current value (Pall_now) of the total transmitted power transmitted to the entire load group 11 via the power supply base station 10 does not converge to the maximum value (Pall_max) of the total transmitted power, but is smaller than the maximum value (Pall_max) of the total transmitted power. As a result, the utilization efficiency of the total transmitted power, that is, the ratio of the current value (Pall_now) of the total transmitted power to the maximum value (Pall_max) of the total transmitted power is reduced.

[0307] The power correction value (αPt) needs to be subtracted when the difference power (ΔP) becomes zero. If the difference power (ΔP) is not zero, the power correction value (αPt) does not need to be subtracted.

[0308] Therefore, regarding the power receiving control method of the sixth variation, Figure 2The processing loop shown adds a processing step for determining whether the difference power (ΔP) is zero, and the calculation formulas used in the step of updating the element receiving power (Pt) in step S05 based on the determination result are used in formulas (3) and (7).

[0309] The computing device 23 Figure 2 Before calculating the updated element received electric power (Pt+1) in step S05, it is determined whether the difference electric power (ΔP) indicated by the information acquired in step S01 is zero.

[0310] In the sixth modification, "the difference power (ΔP) is zero" includes not only the case where the difference power (ΔP) is exactly zero, but also the case where the difference power (ΔP) is within a constant range (hereinafter referred to as "zero range") where the difference power (ΔP) can be regarded as zero. The zero range is a range where the difference power (ΔP) is greater than or equal to 0 and less than or equal to the threshold power (ΔPth).

[0311] The responsiveness of the power receiving control system changes according to the range of zero. By expanding the range of zero, a surplus of the total power transmission can be quickly generated, that is, the responsiveness of forming a surplus of the total power transmission can be improved. As a result, a new electric vehicle can start receiving power at an early stage. On the other hand, by narrowing the range of zero, the generation of a surplus of the difference power can be delayed. That is, the responsiveness of forming a surplus of the total power transmission can be reduced. As a result, the current value of the total power transmission (Pall_now) can be made closer to the maximum value of the total power transmission (Pall_max), so the utilization efficiency of the total power transmission (Pall_now / Pall_max) can be improved. In this way, the range of zero, that is, the threshold voltage (ΔPth) is a parameter specified in consideration of the early start of power reception of a new electric vehicle and the improvement of the utilization efficiency of the total power transmission.

[0312] When it is determined that the difference power (ΔP) is zero, a margin needs to be generated for the current value (Pall_now) of the total transmitted power, so the calculation device 23 updates the element received power (Pt+1) based on equation (7). That is, the calculation device 23 adds the element difference power (βΔP) to the element received power (Pt) of the previous processing cycle and subtracts the power correction value (αPt), thereby updating the element received power (Pt+1).

[0313] When it is determined that the difference power (ΔP) is not zero, the current value (Pall_now) of the total transmitted power has already generated a surplus, so there is no need for the power correction value (αPt) for forming a new surplus. Therefore, the calculation device 23 updates the element received power (Pt+1) based on equation (3). That is, the calculation device 23 adds the element difference power (βΔP) to the element received power (Pt) of the previous processing cycle to update the element received power (Pt+1).

[0314] By repeatedly executing the above processing loop, the calculation formula used in the step of updating the element received power (Pt) in step S05 can be switched between formula (3) and formula (7) according to the result of determining whether the difference power (ΔP) is zero.

[0315] This allows the electric vehicle that is to resume receiving power to start receiving power at an early stage, and also improves the utilization efficiency (Pall_now / Pall_max) of the total transmitted power supplied via the power supply base station 10 .

[0316] As a specific method of switching between equations (3) and (7), for example, when it is determined that the difference power (ΔP) is not zero, the calculation device 23 sets the correction rate α of equation (7) to zero, and when it is determined that the difference power (ΔP) is zero, the correction rate α of equation (7) is set to a non-zero value (for example, 0.015). In this way, the calculation device 23 can switch the existence of the power correction value (αPt) of equation (7) and update the element receiving power (Pt+1).

[0317] In the sixth modification, the priority (β) may be calculated in any method. The priority (β) may be a fixed value (1 / N) as in the fifth embodiment, may be calculated based on the uncharged rate (ΔSOC) as in formula (8), may be calculated based on the remaining time (T) as in formula (2), or may be calculated by combining the uncharged rate (ΔSOC) and the remaining time (T) as in formula (4) or (5), or may be calculated using other calculation methods.

[0318] (Simulation results)

[0319] Next, a description will be given of simulation results of power reception control executed according to the power reception control method according to the sixth modification.

[0320] like Fig.14A and Fig.15AAs shown, the simulation conditions of the sixth modification are the same as those of the fifth modification. The correction rate α of each electric vehicle (EV1, EV2, EV3) is set to 0.015, and the priority β is calculated according to the formula (5) in both the fifth modification and the sixth modification. However, the target value of the charging rate (SOCgoal) is set to full charge (100% = 1.00) as a default value. In the fifth modification, even if the difference power (ΔP) is zero, the correction rate α of the formula (7) is always set to 0.015 to update the element receiving power (Pt+1). In contrast, in the sixth modification, the correction rate α of the formula (7) is set to 0.015 only when the difference power (ΔP) is zero to update the element receiving power (Pt+1). When the difference power (ΔP) is not zero, the correction rate α of the formula (7) is set to zero, that is, the element receiving power (Pt+1) is updated using the formula (3).

[0321] Next, the simulation results are described. Fig. 15B 8 graphs showing simulation results, the 4 graphs on the left side relate to the fifth variant, and the 4 graphs on the right side relate to the sixth variant. The vertical axis and horizontal axis of each graph represent the type of numerical value. Figure 5B The curves of the graphs are the same, so the description is omitted.

[0322] The differences between the sixth variant (the four graphs on the right) and the fifth variant (the four graphs on the left) are described. The element received power (Pt) of the electric vehicle EV1 that started receiving power at 1 a.m. and the electric vehicle EV2 that started receiving power at 2 a.m. both increase rapidly after the start of receiving power. In addition, the current value (Pall_now) of the total transmitted power also increases rapidly. The reason for this is that at this time, it is determined that the difference power (ΔP) is not zero, so the element received power (Pt) of the electric vehicles (EV1, EV2) is not updated using the power correction value (αPt).

[0323] After the electric vehicle EV3 starts receiving power at 3 a.m., the difference power (ΔP) does not become zero, and the current value (Pall_now) of the total transmitted power has a surplus. The reason for this is that the difference power (ΔP) is determined to be zero, and the element received power (Pt) of the electric vehicles (EV1 to EV3) is updated using the power correction value (αPt).

[0324] According to the sixth modification, the difference between the current value (Pall_now) of the total transmitted power and the maximum value (Pall_max) of the total transmitted power can be reduced compared to the fifth modification, and the current value (Pall_now) of the total transmitted power can be made to have a margin so that the difference power (ΔP) is less likely to become zero. In other words, the utilization efficiency (Pall_now / Pall_max) of the total transmitted power supplied to the load group 11 via the power supply base station 10 can be improved, and the electric vehicle that is about to resume receiving power can start receiving power at an early stage.

[0325] In addition, the power correction value (αPt) can be made proportional to the maximum value (Ptmax) of the element power receiving power that the electric vehicle EV1 can receive instead of the element power receiving power (Pt). In this way, the surplus generation of the current value (Pall_now) of the total power transmission power can be appropriately shared among a plurality of electric vehicles according to the maximum value (power capacity) of the element power receiving power.

[0326] (First embodiment)

[0327] The power receiving control device and the power receiving control method involved in all the above-mentioned embodiments and their modified examples can be applied to various stages, levels, or scenarios of the entire power system from the generation (generation) to transmission (transmission and transformation), consumption (demand), and supply (distribution) of electric energy.

[0328] Here, as the first to seventh embodiments, examples of main stages, levels, or scenes to which the power receiving control device and the power receiving control method involved in the embodiment and its modified examples can be applied are shown. However, it is not intended to limit the scope of application of the power control device and the power receiving control method. According to the power receiving control device and the power receiving control method involved in the embodiment and its modified examples, power receiving control of various power receiving elements or power storage elements can be implemented based on the power supply base station 10 arbitrarily set on the power system.

[0329] Furthermore, in the first to seventh embodiments, the power reception control device is mounted on the electric vehicle EV, but the power reception control device may be arranged outside the electric vehicle (power reception element) that is the control target.

[0330] In the first embodiment, an example of a charging station for electric vehicles EV installed in a residential area, an office building, a commercial facility, a factory, or a parking lot on a highway is described. Fig.16As shown, multiple charging cables are connected to a column-type charging station 51, and a charging connector is provided at the end of each charging cable. This charging station 51 is also called a "multi-port charging station". Each charging connector is connected to the charging port of the electric vehicle (EV1 to EV5). The electric energy supplied from the upstream of the charging station 51 is supplied to the electric vehicles (EV1 to EV5) via the charging station 51.

[0331] In the first embodiment, the charging station 51 corresponds to the "power supply base station 10", and the load group 11 is composed of electric vehicles (EV1 to EV5). The load group 11 does not include a structure corresponding to the other power consumption element 15. However, the load group 11 may include other power receiving elements or other power storage elements to which the power receiving control device and the power receiving control method according to the embodiment or the modified example are applied.

[0332] The maximum value (Pall_max) of the total power transmission that can be supplied to all electric vehicles (EV1 to EV5) via the charging station 51 is predetermined, for example, 10 kW. The charging station 51 includes: a current measuring device 13 that measures the current value (Pall_now) of the total power transmission transmitted to all electric vehicles (EV1 to EV5) via the charging station 51; and a calculation unit 31 that calculates the difference power (ΔP) by subtracting the current value (Pall_now) of the total power transmission from the maximum value (Pall_max) of the total power transmission. In addition, a transmission unit 32 is provided adjacent to the charging station 51. The transmission unit 32 transmits (broadcasts) an electrical signal indicating the difference power (ΔP) to all electric vehicles (EV1, EV2, EV3, ...) included in the load group 11 using wireless communication technology such as wireless LAN, Bluetooth (registered trademark), etc. Multiple address transmission can be performed by wired communication via a charging cable instead of the transmission unit 32.

[0333] If the maximum power that each electric vehicle (EV1 to EV5) can receive is set to 3kW, for example, then three vehicles can be charged at the same time with a maximum power of 3kW. When four or five vehicles are receiving power at the same time, there is a need to distribute power among the electric vehicles (EV1 to EV5). Therefore, by applying the power receiving control device and the power receiving control method involved in the embodiment or its modified example, the charging time of the electric vehicles (EV1 to EV5) can be staggered or the element power receiving power (Pt) can be limited according to the priority (β). Therefore, the technical effects and significance described above can be obtained.

[0334] For example, when commuting by vehicle, the charging time of the charging equipment installed at the workplace is generally about 2 to 3 hours per unit, which is shorter than the working time (8 hours). All electric vehicles (EV1 to EV5) start receiving electricity at the maximum power (3kW) almost at the same time when on duty, so the contracted power becomes huge and the number of charging stations 51 also increases. By staggering the charging time of electric vehicles (EV1 to EV5) or limiting the element receiving power (Pt), the contracted power and the number of charging stations 51 can be suppressed to a low level.

[0335] The existing equipment (charging station 51) has the current measuring device 13 and the calculation unit 31, so it can be realized if only the transmission unit 32 is added as a device. Therefore, it can be introduced to the existing equipment at a low cost. In addition, in order to determine the priority (β), the transmission function from the electric vehicle (EV1 to EV5) to the charging station 51 is not required, and the transmission unit 32 can only perform one-way transmission, so the function of the additional transmission unit 32 can also be suppressed to a low level.

[0336] The electric vehicles (EV1 to EV5) determine their own priorities (β) individually and in parallel and control their own element receiving power (Pt). The charging station 51 only needs to calculate the difference power (ΔP) and send it to the electric vehicles (EV1 to EV5) by multiple addresses. Therefore, the functions added to the existing equipment (charging station 51) can be suppressed to a low level.

[0337] The first embodiment is an application example of a charging station 51 that transmits power to a load group 11 including about 3 to 10 electric vehicles as a "power supply base station 10". The charging form of the charging station 51 is arbitrary, and can be applied to normal charging (output: single-layer 100V / 200V AC) and fast charging (output: maximum 500V DC).

[0338] (Second embodiment)

[0339] In the second embodiment, a substation installed in a facility such as a residence, an office building, a commercial facility, a factory, or a parking lot on a highway is described as an example of a "power supply base station 10". The substation in the facility is an example of a power device 12 located upstream of the charging station 51. Fig.17A As shown in FIG. 1 , a transformer 52 is provided to transmit power to the cable-free socket-type charging ports (P1 to P5). However, it is conceivable that a situation where additional charging ports (P6 to P10) are required may arise. Fig.17AAs shown, a second power conversion device 53 is added to transmit power to the charging ports (P6 to P10). In the comparative example, contract power corresponding to the power passing through both the first power conversion device 52 and the second power conversion device 53 is required, and the power cost increases compared to the conventional example.

[0340] In contrast, in the second embodiment, if Fig. 17B As shown, the power transmission cable for transmitting power to the charging ports (P1 to P5) is extended, and the charging ports (P6 to P10) are connected to the extended power transmission cable. For all electric vehicles receiving power from the charging ports (P1 to P10), the power receiving control device and the power receiving control method involved in the embodiment or its modified example are applied.

[0341] There is no need to increase the maximum value (Pall_max, contracted power) of the total power transmitted through the conventionally installed power conversion equipment 52 and the power capacity of the power transmission cable, and only the transmission unit 32 is added as a device. The power conversion equipment 52 only needs to have a function as the current measuring device 13.

[0342] In addition, in the second embodiment, Figure 4 The second modified example shown is the basis. That is, the receiving device 21 mounted on each electric vehicle connected to the charging port (P1 to P10) receives an electric signal indicating the maximum value of the total power transmission (Pall_max, contract power) that can be transmitted to all electric vehicles via the power conversion equipment 52, and an electric signal indicating the current value of the total power transmission (Pall_now), and the calculation device 23 mounted on each electric vehicle calculates the difference power (ΔP) and controls its own element receiving power (Pt). Of course, the current measuring device 13 can calculate the difference power (ΔP), and the transmitting unit 32 can transmit the electric signal indicating the difference power (ΔP).

[0343] In the second embodiment, the substation 52 corresponds to the "power supply base station 10", and the load group 11 is composed of electric vehicles connected to the charging ports (P1 to P10). The load group 11 does not include a structure corresponding to the other power consumption element 15. However, the load group 11 may include other power receiving elements or other power storage elements to which the power receiving control device and the power receiving control method involved in the embodiment or the modified example are applied.

[0344] The other structures are the same as those of the first embodiment, and thus their re-explanation is omitted.

[0345] (Third embodiment)

[0346] In the third embodiment, an example in which a power distribution facility that distributes power generated in a power plant and transmitted via a substation is used as a “power supply base station 10 ” will be described.

[0347] like Fig.18 As shown, the power via the power distribution equipment 53 (an example of the power supply base station 10) is distributed to a plurality of pole transformers 71, and the power via each pole transformer 71 is distributed to a plurality of houses (H1 to HM) and a plurality of electric vehicles (EV1 to EVM). M represents the number of houses and electric vehicles.

[0348] A current measuring device 13 is provided on the power distribution equipment 53 on the upstream side of the plurality of pole-mounted transformers 71. The current measuring device 13 measures the current value (Pall_now) of the total power transmitted to the plurality of houses (H1 to HM) and the plurality of electric vehicles (EV1 to EVM) as a whole via the power distribution equipment 53. The electrical signal indicating the current value (Pall_now) of the total power transmitted measured by the current measuring device 13 is transmitted to the transmitting unit 32. The transmitting unit 32 transmits (broadcasts) to all houses (H1 to HM) and electric vehicles (EV1 to EVM) using wireless communication technologies such as wireless LAN and Bluetooth (registered trademark). The transmitting unit 32 can perform multiple-address transmission by wired communication via a power transmission cable.

[0349] The power receiving control device and the power receiving control method according to the embodiment or its modified example are applied to all houses (H1 to HM) and all electric vehicles (EV1 to EVM) that receive power via the power distribution equipment 53. In the third embodiment, the power distribution equipment 53 corresponds to the "power supply base station 10", and the load group 11 is composed of a plurality of houses (H1 to HM) and a plurality of electric vehicles (EV1 to EVM). The plurality of houses (H1 to HM) corresponds to other power consumption elements 15.

[0350] Furthermore, when there is a residence with a fixed battery among the plurality of residences (H1 to HM), the power receiving control device and the power receiving control method according to the embodiment or its modified example can be applied to the power receiving control when charging the fixed battery. In this case, the fixed battery is an example of another power storage element.

[0351] In addition, the third embodiment is also the same as the second embodiment. Figure 4 The second modified example shown is the basis. That is, the receiving device 21 of the electric vehicle (EV1 to EVM) receives the electrical signal indicating the maximum value of the total power transmission (Pall_max, contract power) and the electrical signal indicating the current value of the total power transmission (Pall_now), and calculates the difference power (ΔP). Of course, the current measuring device 13 can calculate the difference power (ΔP), and the transmitting unit 32 can transmit the electrical signal indicating the difference power (ΔP).

[0352] The power distribution equipment 53 of the third embodiment includes distribution lines, switches, voltage regulators, feeders, and other equipment or devices located upstream of the pole-mounted transformer 71 .

[0353] According to the third embodiment, even if the number of electric vehicles (EV1 to EVM) being charged increases in the area or block to which electric power is supplied via the power distribution facility 53 , it is possible to prevent the transmission power capacity of the power distribution facility 53 from being exceeded.

[0354] (Fourth embodiment)

[0355] In the first to third embodiments, the maximum value (Pall_max) of the total power transmission that can be transmitted to the entire load group 11 via the power supply base stations (51, 52, 53) is a fixed value that does not change. However, even if the maximum value (Pall_max) of the total power transmission changes over time, the power reception control device and the power reception control method involved in the embodiment or its modified example can be applied.

[0356] In the fourth embodiment, an example of how the maximum value of the total transmitted electric power (Pall_max) changes with time is described. Fig.19A As shown, in facilities such as office buildings, commercial facilities, factories, and highway parking lots, there are not only charging stations for electric vehicles EV, but also in-facility equipment 56 that consume power, such as lighting devices, air conditioning devices, and lifting devices.

[0357] The power conversion device 54 installed in the facility transmits power not only to the electric vehicles (EV1 to EVM) connected to the charging station, but also to the equipment 56 in the facility. Fig.19B As shown, the power consumed by the equipment 56 in the facility (hereinafter referred to as "facility power consumption") greatly varies according to the time zone. The facility power consumption from 8 am to 9 pm is greater than or equal to three times the facility power consumption from 0 am to 7 am.

[0358] The manager of a facility usually signs a power capacity contract based on the upper limit value (Pth) of the total transmission power that can be transmitted to the in-facility equipment 56 and all electric vehicles (EV1 to EVM) connected to the charging station via the power conversion device 54 .

[0359] Therefore, during the time period after noon when the power consumption of the equipment 56 in the facility is the highest, the power transmitted to the electric vehicles (EV1~EVM) can be suppressed to a lower level. During the time period when the power consumption of the equipment 56 in the facility is lower, the upper limit value (Pth) of the total transmitted power can be suppressed to a lower level by increasing the power transmitted to the electric vehicles (EV1~EVM).

[0360] Therefore, if Fig.19BAs shown, the maximum value (Pall_max) of the total power transmission that can be transmitted to all electric vehicles (EV1 to EVM) changes based on the time change of the power consumption of the facility and the upper limit value (Pth) of the total power transmission that is predetermined. That is, the maximum value (Pall_max) of the total power transmission is set to the value obtained by subtracting the power consumption of the facility from the upper limit value (Pth) of the total power transmission. As a result, the maximum value (Pall_max) of the total power transmission changes in conjunction with the power consumption of the facility.

[0361] In the fourth embodiment, the "load group 11" includes all electric vehicles (EV1 to EVM), but does not include the equipment 56 in the facility. A substation 52 is provided downstream of the substation 54. The substation 52 transmits power to all electric vehicles (EV1 to EVM). Fig. 17B The power conversion equipment 52 shown in the figure has the same structure. In the fourth embodiment, the power conversion equipment 52 corresponds to the "power supply base station 10".

[0362] In the fourth embodiment, a facility power meter 57 for measuring the current value of the facility power consumption may be provided. An electrical signal indicating the current value of the facility power consumption measured by the facility power meter 57 is transmitted to the substation 52. The calculation unit in the substation 52 calculates the maximum value (Pall_max) of the total transmission power by subtracting the current value of the facility power consumption from the upper limit value (Pth) of the total transmission power.

[0363] In addition, instead of installing the facility power meter 57, statistical data of facility power consumption obtained by analyzing the history of facility power consumption changes over time may be prepared in advance. The calculation unit in the power conversion equipment 52 subtracts the statistical data of facility power consumption from the upper limit value (Pth) of the total transmitted power to calculate the maximum value (Pall_max) of the total transmitted power.

[0364] A transmitter 32 is provided adjacent to the transformer 52. The transmitter 32 transmits an electrical signal indicating the maximum value (Pall_max) of the total transmitted power and an electrical signal indicating the current value (Pall_now) of the total transmitted power to all electric vehicles (EV1 to EVM). The receiver 21 of the electric vehicle (EV1 to EVM) calculates the difference power (ΔP) based on the maximum value (Pall_max) of the total transmitted power and the current value (Pall_now) of the total transmitted power. Of course, the current measuring device 13 in the transformer 52 can calculate the difference power (ΔP), and the transmitter 32 transmits the electrical signal indicating the difference power (ΔP).

[0365] Alternatively, the power conversion equipment 52 may calculate the differential power (ΔP). In this case, the transmission unit 32 transmits an electrical signal indicating the differential power (ΔP).

[0366] In the fourth embodiment, by calculating the difference power (ΔP) based on the maximum value (Pall_max) of the total transmitted power that changes with time, the upper limit value (Pth) of the total transmitted power can be lowered to suppress the power cost.

[0367] (Fifth embodiment)

[0368] The power receiving control device involved in the embodiment and its variants can also be applied to the case where the facilities consuming power such as office buildings, commercial facilities, factories, and parking lots on highways have power generation equipment using renewable energy such as solar energy, wind power, geothermal energy, small and medium-sized hydropower, and biomass. In this case, Fig.19C As shown, the maximum value (Pall_max) of the total transmitted power can be changed based on the second upper limit value (Pthb) obtained by adding the self-generated power to the upper limit value (Pth) of the total transmitted power. That is, the value obtained by subtracting the power consumed by the facility from the second upper limit value (Pthb) can be set as the maximum value (Pall_max) of the total transmitted power.

[0369] The power generated by some renewable energy such as solar energy and wind power is affected by seasons and climate. Fig.19A The facility power meter 57 measures the current value of the facility power consumption and the current value of the self-generated power. An electrical signal indicating the current value of the facility power consumption and the current value of the self-generated power measured by the facility power meter 57 is sent to the substation 52. The calculation unit in the substation 52 calculates the maximum value of the total transmitted power (Pall_max) by subtracting the current value of the facility power consumption from the upper limit value (Pth) of the total transmitted power and adding the current value of the self-generated power.

[0370] In addition, instead of installing the facility power meter 57, statistical data of self-generated power obtained by analyzing the history of time changes of self-generated power may be prepared in advance. The calculation unit in the substation 52 calculates the maximum value (Pall_max) of the total transmitted power by subtracting the statistical data of the facility power consumption from the upper limit value (Pth) of the total transmitted power and adding the statistical data of the self-generated power.

[0371] In the fifth embodiment, the difference power (ΔP) is calculated based on the second upper limit value (Pthb) obtained by adding the self-generated power to the upper limit value (Pth) of the total transmitted power, thereby reducing the upper limit value (Pth) of the total transmitted power and suppressing the power cost. In addition, at the same time, it is possible to control the reception of power that effectively utilizes the self-generated power while moving toward the main power source of renewable energy.

[0372] (Sixth embodiment)

[0373] like Fig. 20A As shown, a plurality of (here, n) regions or blocks (hereinafter, referred to as "blocks") form one autonomous body, and in the case of supplying power to all of the n blocks (61, 62, 63) via a power facility (e.g., a substation 55) on the upstream side of the n blocks (61, 62, 63), the power receiving control device and the power receiving control method involved in the embodiment or its modified example can be applied. In addition, the blocks (61, 62, 63) are respectively connected to Fig.18 The structure corresponds to .

[0374] The limit value (Pcity_max) of the total power transmission that can be supplied to the entire municipality is set for the substation 55. The limit value (Pcity_max) of the total power transmission is allocated to each block (J). As shown in formula (9), the power equipment 55 controls the maximum power (Pall_max_J) of each block (J) in such a way that the total value of the maximum power (Pall_max_J) allocated to each block (J) is consistent with the limit value (Pcity_max) of the total power transmission. In addition, the limit value (Pcity_max) of the total power transmission is allocated according to the allocation rate predetermined for each block (J).

[0375] like Fig. 20B As shown, the limit value (Pcity_max) of the total transmitted power changes with the temporal change of the power supplied from the power plant to the power equipment 55. Therefore, the power (Pall_max_J) allocated to each block (J) also changes with the change of the limit value (Pcity_max) of the total transmitted power.

[0376] In the sixth embodiment, the maximum power (Pall_max_J) of each block (J) corresponds to the maximum value (Pall_max) of the total power transmission that can be transmitted from the power supply base station 10 to the entire load group 11. The power supply base station 10 of the sixth embodiment corresponds to the substation 52 in each block, and the load group 11 corresponds to each block (61, 62, 63).

[0377] [Mathematical formula 9]

[0378]

[0379] The power receiving control device and the power receiving control method according to the embodiment or its modified example are applied to all blocks (61, 62, 63) to which power is transmitted via the power equipment 55. Specifically, the power receiving control device and the power receiving control method are applied to all power receiving elements and power storage elements included in all blocks (61, 62, 63). Thus, the maximum power (Pall_max_J) of each block (J) is indicated from the power equipment 55 on the upstream side of the block (61, 62, 63), thereby controlling the power reception of all power receiving elements and power storage elements in all blocks (61, 62, 63).

[0380] (Seventh embodiment)

[0381] In the first to sixth embodiments, the plurality of electric vehicles EV included in the load group 11 are located in a constant and realistic area of ​​the power system. However, based on the liberalization of power, there are a variety of power businesses and various power service providers. Some power business or power service providers supply power to a plurality of users who have signed a power contract within the maximum value (Pall_max) of the total power transmission power allocated to themselves, but the users who have signed a power contract are not necessarily located in a constant and realistic area of ​​the power system.

[0382] For example, Fig.21 As shown, multiple electric vehicles EV (an example of users) that have signed electricity contracts with an electricity service provider are located across multiple blocks (61 to 63), and the multiple blocks (61 to 63) also include other electric vehicles that have signed electricity contracts with other electricity service providers.

[0383] In this case, the load group 11 includes a plurality of electric vehicles EV, but does not include other electric vehicles. Furthermore, the power supply base station 10 that transmits power to the entire load group 11 is the substation 55 on the upstream side of the power distribution equipment 53. However, part of the power passing through the substation 55 is also transmitted to other electric vehicles.

[0384] Therefore, the provider of electric power service configures a server 14 capable of bidirectional communication with all electric vehicles EV that have signed an electric power contract. Figure 3 As shown, the power receiving device 24 of each electric vehicle EV includes: a current measuring device 27 that measures the power (element received power) received by the electric vehicle EV1; and a transmitting unit 28 that transmits an electric signal representing the element received power (Pt) to the difference information transmitting device 14 through wireless communication. As the transmitting unit 28, for example, a transmitter that performs communication based on a mobile communication standard such as 4G or 5G can be used.

[0385] The server 14 calculates the current value (Pall_now) of the total transmitted power transmitted from the substation 55 to the entire load group 11 by adding the element received power of all electric vehicles EV that have signed the power contract. The server 14 calculates the difference power (ΔP) based on the current value (Pall_now) of the total transmitted power and the maximum value (Pall_max) of the total transmitted power distributed to the power service provider among the total transmitted power via the substation 55. Furthermore, the server 14 transmits (broadcasts) an electrical signal indicating the difference power (ΔP) to all electric vehicles EV that have signed the power contract via the Internet.

[0386] All electric vehicles EV can use the power receiving control device involved in the embodiment or its modified example to execute the power receiving control method. Therefore, even if the multiple electric vehicles EV included in the load group 11 are not located in a fixed and realistic area of ​​the power system, the power receiving control device and the power receiving control method involved in the embodiment or its modified example can be applied.

[0387] (Other embodiments)

[0388] The power receiving control device and the power receiving control method according to the embodiment and its variants can flexibly utilize IoT (Internet of Things) technology and manage (aggregate) the electric energy generated by small-scale power generation equipment dispersed in various regions such as solar power generation, wind power generation, storage batteries, and fuel cells, and apply it to a power system that controls and manages the managed electric energy. The power system is called a virtual power plant (virtual power plant: VPP) because the energy of small-scale power storage elements in the vicinity is managed to function like a large-scale power plant.

[0389] In a virtual power plant that utilizes the power receiving control device and the power receiving control method involved in the embodiment or its modified example and supplies electric energy to a load group 11 including multiple power receiving elements via an aggregator (an example of a power supply base station 10) that manages electric energy, it is possible to control the element power received by the power receiving elements included in the load group 11.

[0390] The aggregator obtains information indicating the maximum value (Pall_max) of the total transmitted power that can be transmitted to the entire load group 11 through itself, and information indicating the current value (Pall_now) of the total transmitted power that can be transmitted to the entire load group through itself, and multi-addresses the electrical signal indicating the difference power (ΔP) calculated based on the information to the plurality of power receiving elements included in the load group 11. The power receiving elements that have received the electrical signal indicating the difference power (ΔP) can control their own element receiving power (Pt) independently and in parallel with the aggregator and other power receiving elements by the power receiving control device and the power receiving control method according to the embodiment or its modified example.

[0391] The power receiving control device and the power receiving control method according to the embodiment and its modified examples can be applied to the next generation power transmission network (so-called smart grid) that controls the flow of power from both the supply side and the demand side and can achieve optimization. The dedicated instrument and software assembled in a part of the power transmission network transmit (broadcast) an electrical signal indicating the maximum value of the total power transmission (Pall_max, contract power), the current value of the total power transmission (Pall_now), or the difference power (ΔP) to each power receiving element or each power storage element included in the load group 11. Each power receiving element or each power storage element that receives the electrical signal can perform power receiving control using the power receiving control device according to the embodiment and its modified examples.

[0392] In the process of making renewable energy the main power source, an extremely important issue is to connect the power source of renewable energy to the current power system that connects large-scale power sources and demand areas. In contrast, in the control system using virtual power plants such as smart grids, when the aggregator performs centralized control, the aggregator needs to collect all data including the element power received (Pt) of all power receiving elements or power storage elements, the current value of the total power transmission (Pall_now), and the difference power (ΔP). Therefore, there are various problems such as the rectification of the two-way communication environment and the assurance of the information processing capacity of the aggregator, and the introduction barrier is high.

[0393] In contrast, by utilizing the power receiving control device and the power receiving control method according to the embodiment or its variant, distributed control can be realized in the control system of the virtual power plant. That is, each power receiving element or each power storage element controls its own element power receiving power (Pt) independently and in parallel with respect to the aggregator and other power receiving elements or power storage elements, thereby solving various problems such as the rectification of the two-way communication environment and the ensuring of the information processing capability of the aggregator. In this case, as long as the aggregator sends (broadcasts) data such as the difference power (ΔP) or the current value (Pall_now) of the total power transmission, each power receiving element or each power storage element can receive the data. That is, only one-way communication from the aggregator to each power receiving element or each power storage element is required.

[0394] In the embodiment and its modified examples, an example of power receiving control of the electric vehicle EV in the case of charging the driving battery 25 mounted on the electric vehicle EV is mainly shown. In this case, the electric vehicle EV is an example of a "power storage element". However, even in the case where the electric vehicle EV equipped with the battery 25 is an example of an "electricity consumption element" or even an example of a "power receiving element", the power receiving control device or power receiving control method involved in the embodiment and its modified examples can be applied. That is, there is an embodiment in which the electric vehicle EV is applied to a situation in which the received power is not stored in the battery 25 but directly consumed.

[0395] For example, there is a situation where a plurality of vehicles having contactless power receiving devices are traveling on a highway having a driving lane capable of contactless power supply to the vehicles in motion. In this case, the plurality of vehicles perform contactless power supply while in motion, and the motor 26 as a driving source directly consumes the received power, so that the vehicles can continue to travel. In such a situation of contactless power supply during driving, the battery 25 is sometimes not charged. In this case, the vehicle is not an example of a "power storage element", but an example of a "power consumption element" that does not store the received power but consumes it.

[0396] Multiple vehicles traveling in the driving lane receive power from the driving lane at the same time through contactless power supply. Electric vehicles EV can use mobile communication systems such as 4G and 5G for information communication even when traveling. Therefore, the transmission unit 32 set on the highway can send (broadcast) data such as the difference power (ΔP) or the current value of the total power transmission (Pall_now), and multiple vehicles can receive the data. Multiple vehicles can respectively use the power receiving control device involved in the embodiment or its modified example to execute the power receiving control method.

[0397] In addition, the above-mentioned embodiment, its modification and embodiment are examples of the mode of implementing the present invention. Therefore, the present invention is not limited to the above-mentioned embodiment, its modification and embodiment, and even if it is a mode other than these, as long as it is within the scope of the technical idea involved in the present invention, it can of course be variously changed according to the design, etc.

[0398] The power receiving control device involved in the embodiment and its modified examples can be implemented using a microcomputer having a CPU (central processing unit), a memory, and an input and output unit. A computer program (power receiving control program) for causing the microcomputer to function as a power receiving control device is installed in the microcomputer and executed. As a result, the microcomputer functions as a plurality of information processing units possessed by the power receiving control device. In addition, here, an example of realizing the power receiving control device using software is shown, but of course, dedicated hardware for performing each information processing can also be prepared to constitute the power receiving control device. The dedicated hardware includes devices such as an integrated circuit (ASIC) for a specific purpose and a current type of circuit component configured in a manner to perform the functions described in the embodiment, its modified examples or embodiments. In addition, the plurality of information processing units contained in the power receiving control device can be constituted by separate hardware. The power receiving control device can also be used as an electronic control unit (ECU) used in other controls related to the vehicle.

[0399] Description of the label

[0400] 10 Power supply to base station

[0401] 11 Load Group

[0402] 12 Power equipment (power supply base station)

[0403] 15 Other electricity consumption factors (power receiving factors)

[0404] 51 Charging station (power supply base station)

[0405] 52, 53 Substation equipment (power supply base station)

[0406] 55 Substation (power supply base station)

[0407] 71 Pole-mounted transformer (power supply to base station)

[0408] EV1~EV5、···、EVM Electric vehicles (power storage element, power receiving element)

[0409] Pall_max Maximum value of total transmitted power

[0410] Pall_now Current value of total transmitted power

[0411] Pt element receiving power

[0412] Ptmax Maximum value of the power received by the element

[0413] T Remaining time

[0414] SOCgoal Target value of the charging rate of the storage element

[0415] SOCnow Current value of the charging rate of the storage element

[0416] Beta Priority

[0417] βΔP Element difference power

[0418] ΔP Difference Power

[0419] ΔSOC Uncharged rate

Claims

1. A method for controlling power reception of a power storage element, in a power system that supplies electric energy to a load group including a plurality of power storage elements via a power supply base station, repeatedly executing a processing cycle to control the power received by the element, the power received by the power storage element included in the load group, wherein: The processing cycle includes the following steps, namely, acquiring information indicating a difference power obtained by subtracting a current value of the total power transmitted to the entire load group via the power supply base station from a maximum value of the total power transmitted to the entire load group via the power supply base station, calculating, based on a numerical value indicating a request from a user of the power storage element, a priority of the power storage element indicating a degree to which the power storage element is charged with priority over charging of other power storage elements, multiplying the difference power indicated by the acquired information by the priority level to calculate the element difference power of the power storage element, by adding the element difference power to the element received power in the previous processing cycle, thereby updating the element received power, controlling the power storage element to receive the updated power received by the element, The numerical value indicating the user's request is a remaining time during which the power storage element can be charged, and the priority becomes higher as the remaining time becomes shorter.

2. The power receiving control method of the power storage element according to claim 1, characterized in that: The priority is inversely proportional to the remaining time.

3. The power receiving control method of the power storage element according to claim 1 or 2, characterized in that: The numerical value indicating the user's request is a target value of a charging rate of the power storage element.

4. The power receiving control method of the power storage element according to claim 3, characterized in that: The priority is calculated by comparing the target value of the charging rate with a current value of the charging rate of the power storage element.

5. The power receiving control method of the power storage element according to claim 4, characterized in that: The priority when the current value is smaller than the target value is higher than the priority when the current value is greater than or equal to the target value.

6. The power receiving control method of the power storage element according to claim 3, characterized in that: The priority level is calculated based on a non-charged rate obtained by subtracting a current value of the charge rate of the power storage element from the target value of the charge rate.

7. A power receiving control device for a power storage element, in a power system that supplies electric energy to a load group including a plurality of power storage elements via a power supply base station, repeatedly executing a processing cycle to control the power received by the element, the power received by the power storage element included in the load group, wherein: The processing cycle includes the following steps, namely, acquiring information indicating a difference power obtained by subtracting a current value of the total power transmitted to the entire load group via the power supply base station from a maximum value of the total power transmitted to the entire load group via the power supply base station, calculating, based on a numerical value indicating a request from a user of the power storage element, a priority of the power storage element indicating a degree to which the power storage element is charged with priority over charging of other power storage elements, multiplying the difference power indicated by the acquired information by the priority level to calculate the element difference power of the power storage element, by adding the element difference power to the element received power in the previous processing cycle, thereby updating the element received power, controlling the power storage element to receive the updated power received by the element, The numerical value indicating the user's request is a remaining time during which the power storage element can be charged, and the priority becomes higher as the remaining time becomes shorter.

8. A method for controlling electric vehicle power reception, in a power system that supplies electric energy to a load group including a plurality of electric vehicles via a power supply base station, wherein a power reception control device mounted on the electric vehicles included in the load group repeatedly executes a processing cycle to control element power reception, the element power reception being the power received by the electric vehicles, wherein: The processing cycle includes the following steps, namely, acquiring information indicating a difference power obtained by subtracting a current value of the total power transmitted to the entire load group via the power supply base station from a maximum value of the total power transmitted to the entire load group via the power supply base station, The priority of the electric vehicle is calculated based on a numerical value indicating a request of a user of the electric vehicle, indicating a degree to which the electric vehicle is charged with priority over other electric vehicles. The differential power indicated by the acquired information is multiplied by the priority level to calculate the differential power of the electric vehicle. by adding the element difference power to the element received power in the previous processing cycle, thereby updating the element received power, controlling the electric vehicle to receive the updated element receiving power, The numerical value indicating the user's request is a remaining time in which the electric vehicle can be charged, and as the remaining time becomes shorter, the priority becomes higher.

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