Server, power management method

Abstract

A server manages a plurality of power conditioning resources (100) capable of being electrically connected to a power grid (MG), and has a determination section (111) that determines whether or not it is possible to supply, from the power grid, power that at least one of the power conditioning resources responsively copes with charging power, with respect to charging of an electric storage device, before a vehicle having the electric storage device starts using the electric storage device of the power grid (MG) (S20); and a first approval section (112) that, in a case where it is determined by the determination section (111) that it is possible to make the supply, approves the supply of power from the power grid (MG) to the vehicle (approval flag = ON).

Description

Technical Field

[0001] This invention relates to a server and a power management method for managing multiple power regulation resources that can be electrically connected to the power grid. Background Technology

[0002] For example, a method is disclosed in Japanese Patent Application Publication No. 2020-028198.

[0003] The method described above is a way to implement supply and demand management of a microgrid using multiple power regulation resources (specifically, distributed power sources, loads, and induction motors with flywheels) that can be electrically connected to the microgrid. Summary of the Invention

[0004] The method described in Japanese Patent Application Publication No. 2020-028198 involves supplying power to the microgrid from an external power grid (specifically, a large-scale commercial power system) during normal times, and adjusting the supply and demand balance of the microgrid by stopping the loads connected to the microgrid during periods of power outage in the external power grid.

[0005] However, in microgrids connected to multiple EVSEs (Electric Vehicle Supply Equipment), the proportion of charging demand to overall demand tends to be large. Vehicles equipped with energy storage devices can charge these devices using electricity supplied from the microgrid via the EVSE. Hereinafter, the charging of energy storage devices by vehicles equipped with energy storage devices using the grid will also be referred to as "vehicle charging." When multiple vehicles are charging simultaneously, the charging demand, which accounts for a significant portion of the overall microgrid demand, becomes particularly large. Therefore, the power supply of the microgrid can sometimes become unstable due to vehicle charging. No research was conducted on this issue in Japanese Patent Application Publication No. 2020-028198.

[0006] The present invention was made to solve the above-mentioned problems, and its purpose is to suppress the instability of the power grid caused by vehicle charging.

[0007] The server of the present invention is a server that manages multiple power regulation resources that can be electrically connected to the power grid, and includes a determination unit and a first approval unit. The determination unit is configured to determine, before a vehicle equipped with a power storage device begins using the power grid's power storage device for charging, whether it is possible to supply power to the power grid to cause at least one of the power regulation resources to respond responsively to the charging power. The first approval unit is configured to approve the power supply from the power grid to the vehicle if the determination unit determines that supply is possible.

[0008] In the aforementioned server, before vehicle charging (i.e., the vehicle charging using a power grid-implemented energy storage device) begins, the determination unit determines whether power can be supplied to the power grid to ensure that at least one of the power regulation resources responds responsively to the charging power. Then, if the determination unit determines that it is possible to supply power, the first approval unit approves the power supply from the power grid to the vehicle. Hereinafter, this approval based on the first approval unit will also be referred to as "first approval." When vehicle charging begins with first approval, power can be supplied to the power grid to ensure that at least one of the power regulation resources responds responsively to the charging power. This helps to suppress power grid instability caused by vehicle charging.

[0009] On the other hand, the aforementioned server may also have a second approval unit, which is configured to approve the supply of electricity from the grid to the vehicle when a pre-charging request is received from the vehicle's user terminal before the vehicle begins to use the grid's energy storage device for charging.

[0010] In the aforementioned server, based on a pre-charging request before vehicle charging begins, the second approval department approves the power supply from the grid to the vehicle. Hereinafter, this approval based on the second approval department will also be referred to as "second approval." Vehicle users who wish to charge their vehicles earlier can do so through second approval. According to this structure, in grid supply and demand management, both the convenience of grid users and the regulation of grid supply and demand can be balanced.

[0011] The vehicle's user terminal can also be pre-registered with the vehicle's user on the server. The vehicle's user terminal can be a terminal installed in the vehicle or a portable terminal held by the vehicle user.

[0012] The aforementioned server may also include a fee management department that manages charging costs. This fee management department ensures that charging initiated with approval from a second approval department incurs higher costs compared to charging initiated with approval from a first approval department.

[0013] Hereinafter, vehicle charging that begins with the first approval will be referred to as "normal charging," and vehicle charging that begins with the second approval will be referred to as "pre-charging." In the above structure, by making the cost of pre-charging higher than that of normal charging, it is possible to suppress the excessive frequency of pre-charging. This, in turn, can suppress grid instability caused by pre-charging.

[0014] The aforementioned server may also include a resource control unit. When the judgment unit determines that supply is unavailable, the resource control unit selects one or more power regulation resources from a plurality of power regulation resources and controls the selected power regulation resource to be in a state capable of responding to the charging of the energy storage device.

[0015] In the aforementioned server, if the determination unit determines that the power regulation resource is not in a responsive state (cannot be supplied), the resource control unit sets the power regulation resource that is not in a responsive state to a responsive state, and thus the determination unit determines that it is in a responsive state (can be supplied). Therefore, the vehicle user can perform vehicle charging by waiting until the power regulation resource selected by the resource control unit (i.e., the power regulation resource that responds to vehicle charging) becomes in a responsive state.

[0016] The aforementioned power regulation resources may also include stationary energy storage devices and fuel cell vehicles, and the aforementioned resource control unit prioritizes stationary energy storage devices over fuel cell vehicles.

[0017] Power regulation based on fuel cell vehicles is less energy efficient than power regulation based on stationary energy storage devices. In the above structure, by prioritizing stationary energy storage devices, power grid supply and demand regulation can be implemented with higher energy efficiency.

[0018] The aforementioned server may also include an incentive management department that manages the incentives given to users of power regulation resources that implement power regulation of the power grid. The incentive management department makes the incentives for power regulation of fuel cell vehicles higher than the incentives for power regulation of stationary energy storage devices.

[0019] When fuel cell vehicles with low priority are selected by the resource control department, there is a tendency for insufficient power regulation resources. Therefore, in the aforementioned server, by relatively increasing the incentives for power regulation of fuel cell vehicles, power regulation of fuel cell vehicles is promoted. This, in turn, can suppress grid instability caused by vehicle charging.

[0020] The aforementioned server may also include a charging control unit, which, when power is supplied from the grid to the vehicle, initiates charging of the energy storage device when the grid is electrically connected to the vehicle, and controls the charging power of the energy storage device during charging.

[0021] According to the above structure, charging control for vehicle charging can be implemented on the server side. By adjusting the charging power, the server can suppress grid instability caused by vehicle charging. Furthermore, in this structure, vehicle charging begins immediately upon electrical connection between the grid and the vehicle, provided that power supply from the grid to the vehicle is approved. This improves convenience for vehicle users.

[0022] The aforementioned charging control unit can also control the charging power by remotely operating at least one of the vehicle and the EVSE.

[0023] The aforementioned charging control unit can also implement control over the increase in charging power of the energy storage device based on the responsiveness of the power regulation resources that respond to charging of the energy storage device. With this structure, the characteristics of the increase in charging power during vehicle charging can be altered according to the responsiveness of the power regulation resources that respond to vehicle charging. For example, when the responsiveness of the power regulation resources is low, the charging control unit can also make the increase in charging power during vehicle charging more gradual. Furthermore, when the responsiveness of the power regulation resources is high, the charging control unit can also make the increase in charging power during vehicle charging more rapid.

[0024] The aforementioned determination unit can also, upon receiving a charging request from the vehicle's user terminal, determine whether power can be supplied to the power grid to enable at least one of the power regulation resources to respond responsively to the charging power for the energy storage device. With this structure, the determination unit can easily perform the aforementioned determination at an appropriate timing before charging begins.

[0025] The aforementioned server may also include a vehicle management department that manages vehicle information. The aforementioned determination unit uses at least one of the vehicle's location managed by the vehicle management department and the remaining amount of the battery storage device to predict the charging start timing. By predicting the charging start timing in this way, the determination unit can easily perform the aforementioned determination at an appropriate time before charging begins.

[0026] The aforementioned power grid is a microgrid that can be connected in parallel and disconnected from an external power grid provided by a power company. Furthermore, each of the aforementioned servers also has a switching unit that switches the parallel connection and / or disconnection of the microgrid with respect to the external power grid based on the microgrid's reserves.

[0027] According to the above structure, in the event of insufficient reserves in the microgrid (i.e., a power grid whose supply and demand are managed by a server), it is possible to receive power supply from an external power grid (e.g., a commercial power system).

[0028] The power management method of the present invention is a method for implementing power grid supply and demand management using multiple power regulation resources that can be electrically connected to the power grid, comprising: a step of determining whether it is possible to supply power to the power grid to enable at least one of the power regulation resources to respond responsively to the charging power before a vehicle equipped with a power storage device begins to use the power grid's power storage device for charging; and a step of approving the power supply from the power grid to the vehicle if the above determination indicates that the supply is possible.

[0029] Based on the aforementioned power management method, similar to the aforementioned server, situations where the power grid becomes unstable due to vehicle charging are suppressed.

[0030] The above and other objects, features, aspects and advantages of the present invention will become apparent from the following detailed description of the invention in conjunction with the accompanying drawings. Attached Figure Description

[0031] Figure 1 This is a diagram showing the outline structure of a power system according to an embodiment of the present invention.

[0032] Figure 2 This is a functional block diagram illustrating the constituent elements of a server according to an embodiment of the present invention.

[0033] Figure 3 It means in Figure 2 A diagram showing an example of DER selection information used in the server.

[0034] Figure 4 This is a flowchart illustrating the process of sending a charging request from a vehicle's user terminal to a server in a power system according to an embodiment of the present invention.

[0035] Figure 5 It means by Figure 2 The flowchart shown illustrates the charging association process performed by the server.

[0036] Figure 6 It means by Figure 2 The flowchart shown illustrates the processes performed by the server in relation to the first approval decision.

[0037] Figure 7 It means by Figure 2 The flowchart shown illustrates the processes performed by the server related to the second approval decision.

[0038] Figure 8 It indicates that it is used to explain the meaning of the material. Figure 2 The diagram shows the control over the increase in charging power performed by the server.

[0039] Figure 9 It means Figure 4 The diagram shows a first variation of the processing.

[0040] Figure 10 It is used to explain in Figure 9 The diagram shows a method for predicting the timing of the start of charging in a modified example.

[0041] Figure 11 It means Figure 4 The diagram shows a second variation of the processing.

[0042] Figure 12 It means in Figure 11 The diagram shows an example of a selection screen used in the process.

[0043] Figure 13 It means Figure 5 A diagram showing a variation of the processing.

[0044] Figure 14 It is used for explanation Figure 13 The flowcharts for the charging control and DER response control of the modified example are shown. Detailed Implementation

[0045] Embodiments of the present invention will be described in detail with reference to the accompanying drawings. In the drawings, the same or corresponding parts are labeled with the same symbols, and their descriptions will not be repeated. Hereinafter, the Energy Management System will be referred to as "EMS". Furthermore, Distributed Energy Resource will be referred to as "DER".

[0046] Figure 1 This is a diagram illustrating the general structure of a power system according to an embodiment of the present invention. (Refer to...) Figure 1 Power system 1 includes power system PG, microgrid MG, server 100, 200, DER group 500, and receiving substation equipment 501.

[0047] Server 100 is a computer that manages the supply and demand of a microgrid MG. Server 100 is the manager of the microgrid MG. Server 100 corresponds to a CEMS (Community EMS) server. A microgrid MG is a power grid that supplies electricity to a city (e.g., a smart city). The power lines used in the microgrid MG to network multiple DERs can also be self-operated power lines. The microgrid MG is configured to be able to connect in parallel and disconnect from the power system PG. The microgrid MG corresponds to an example of the "power grid" of this invention.

[0048] The receiving transformer 501 is located at the connection point (power receiving point) of the microgrid MG and is configured to switch the parallel (connection) / disconnection (breakdown) of the power system PG and the microgrid MG. When operating in a connected state with the power system PG, the receiving transformer 501 receives AC power from the power system PG, steps down the received power, and supplies it to the microgrid MG. When operating independently with the microgrid MG disconnected from the power system PG, no power supply is implemented from the power system PG to the microgrid MG. The receiving transformer 501 is configured to include high-voltage side (primary side) switching devices (e.g., sectionalizing switches, circuit breakers, disconnectors, and load switches), a transformer, protective relays, measuring equipment, and control devices. The server 100 is configured to receive information related to the microgrid MG (e.g., power waveforms) from the receiving transformer 501 and instruct the receiving transformer 501 to connect and / or disconnect.

[0049] Server 200 is a computer that manages the supply and demand of a power system PG. A power system PG is a power grid constructed from power plants and transmission and distribution equipment (not shown). A power company, corresponding to a typical power transmission and distribution enterprise, maintains and manages the power system PG (commercial power system). The power company is the manager of the power system PG. Server 200 belongs to the power company. In this embodiment, the power company and the power system PG respectively correspond to an example of the "power enterprise" and "external power grid" of the present invention.

[0050] Server 100 is configured to communicate with each of server 200 and DER group 500. The communication protocol may be OpenADR. DER group 500 contains multiple DERs that can be electrically connected to the microgrid MG. Server 100 is configured to manage the multiple DERs contained in DER group 500. Server 100 can also implement DR (demand response) for DER group 500 when requesting supply and demand regulation of the power system PG from server 200. Furthermore, server 100 can also implement DR for DER group 500 based on requests from the supply and demand regulation market. Additionally, server 100 can also implement DR for DER group 500 for the purpose of implementing supply and demand regulation of the microgrid MG.

[0051] Multiple DERs included in DER group 500 are electrically interconnected via microgrid MG. DER group 500 includes EVSE (Electric Vehicle Supply Equipment) 20, residential 30, commercial facility 40, factory 50, ESS (Energy Storage System) 60, FCS (Fuel Cell System) 71, generator 80, and natural variable power source 90. Each of these can function as a DER. DER group 500 also includes EV (Electric Vehicle) 11 and FCV (Fuel Cell Vehicle) 12. EVSE 20 functions as a DER when electrically connected to a vehicle (e.g., EV11 or FCV12). For example, the charging connector of EVSE 20 is inserted into the vehicle's inlet, thereby electrically connecting EVSE 20 to the vehicle. Figure 1The diagram only shows one EV11 and one FCV12, but the number of vehicles included in DER Group 500 is arbitrary, ranging from 10 to 100 or more. DER Group 500 can include privately owned vehicles (POVs) or MaaS (Mobility as a Service) vehicles. MaaS vehicles are managed by MaaS companies. Furthermore, the number of EVSE20, residential 30, commercial facilities 40, factories 50, ESS60, FCS71, generators 80, and naturally aspirated power sources 90 included in DER Group 500 is also arbitrary.

[0052] EV11 has an energy storage device B1. The electricity stored in the energy storage device B1 is used to drive the EV11's driving motor (not shown) and consumed by the equipment mounted on the EV11. FCV12 has a power generation device H2 and an energy storage device B2. The power generation device H2 includes a hydrogen tank for storing hydrogen and a fuel cell (neither shown) that generates electricity through the chemical reaction of hydrogen and oxygen. The fuel cell uses hydrogen supplied from the hydrogen tank to generate electricity. The electricity generated by the power generation device H2 is used to drive the FCV12's driving motor (not shown), consumed by the equipment mounted on the FCV12, and stored in the energy storage device B2. Users of FCV12 can refill hydrogen at hydrogen stations (not shown) located in cities. In addition, EV11 and FCV12 each include ECU (Electronic Control Unit) 11a and 12a, and communication devices 11b and 12b for wireless communication with server 100.

[0053] DER group 500 includes multiple EVSE20s (e.g., charging infrastructure maintained in an urban area). EVSE20s are public EVSEs that vehicle users can access through prescribed authentication. Authentication can be via charging card or communication-based authentication (e.g., Plug and Charge). The microgrid MG is electrically connected to each EVSE20. Furthermore, server 100 and each EVSE20 are configured to communicate (e.g., wired communication). Server 100, through the aforementioned authentication, can identify users of the EVSE20s. Server 100 can also communicate wiredly with EV11s or FCV12s connected to the EVSE20s.

[0054] DER group 500 includes multiple residences 30 (e.g., homes of people living in cities). Residences 30 contain various household electrical appliances (e.g., lighting fixtures, air conditioning equipment, cooking appliances, information equipment, televisions, refrigerators, and washing machines). Furthermore, residences 30 may also have at least one of the following: a power supply (e.g., a home electric energy system), a natural variable power source (e.g., solar panels mounted on a roof), an energy storage system (ESS), a fuel cell system (FCS), or a combined heat and power system (e.g., a water heater or heat pump water heater that uses heat generated from its own electricity generation). Energy supply and demand in residences 30 are managed, for example, by a HEMS (Home EMS) not shown. A microgrid MG and each residence 30 are electrically connected. Furthermore, server 100 and each residence 30 are configured to communicate (e.g., via wired communication). In this embodiment, server 100 and each residence 30 communicate via HEMS.

[0055] Commercial facility 40 includes, for example, office buildings and shops. Examples of shops include department stores, shopping malls, supermarkets, or convenience stores. The energy supply and demand in the various facilities included in commercial facility 40 are managed, for example, by a BEMS (Building EMS) not shown. The BEMS can manage energy supply and demand separately for each facility, or it can aggregate and manage energy supply and demand across multiple facilities. The various facilities included in commercial facility 40 and the microgrid MG are connected in a power-receiving manner. In this embodiment, server 100 communicates with commercial facility 40 via BEMS.

[0056] Factory 50 may be, for example, an automobile manufacturing plant or other types of factory. Factory 50 includes, for example, production lines and a centralized heat source for air conditioning. Furthermore, factory 50 may also have at least one of the following: a natural variable power source (e.g., solar or wind power generation equipment), a generator (e.g., a gas turbine generator or diesel generator), or a combined heat and power (CHP) system. Energy supply and demand in factory 50 are managed, for example, by a FEMS (Factory EMS) not shown. The microgrid MG and factory 50 are electrically connected. Furthermore, server 100 and factory 50 are configured to communicate (e.g., via wired communication). In this embodiment, server 100 and factory 50 communicate via FEMS.

[0057] The ESS60 is a stationary energy storage device configured to charge and discharge to a microgrid MG. Examples of suitable energy storage devices for the ESS60 include lithium-ion batteries, lead-acid batteries, nickel-metal hydride batteries, redox flow batteries, and NAS (sodium-sulfur) batteries. Surplus electricity generated by the natural variable power source 90 can also be stored in the ESS60.

[0058] FCS71 comprises a stationary fuel cell that generates electricity through the chemical reaction of hydrogen and oxygen. FCS71 is connected to a hydrogen tank 72, which is connected to a hydrogen generation device 73. FCS71 is configured to generate electricity using hydrogen supplied from the hydrogen tank 72 and to supply the generated electricity to the microgrid MG. The hydrogen generation device 73 generates hydrogen and supplies the generated hydrogen to the hydrogen tank 72. Any method can be used for hydrogen generation. For example, known methods such as by-product hydrogen generation, water splitting, fossil fuel modification, biomass modification, or IS (iodine / sulfur) processes can be used in the hydrogen generation device 73. The hydrogen generation device 73 can also generate hydrogen using electricity supplied from the microgrid MG or using surplus electricity generated by the variable power source 90. Server 100 can also control the hydrogen generation device 73 to ensure that the remaining hydrogen level in the hydrogen tank 72 is not lower than a specified value.

[0059] Generator 80 is a stationary generator that uses fossil fuels to generate electricity. Generator 80 can also be, for example, a gas turbine generator or a diesel generator. Generator 80 can be used as an emergency power source.

[0060] The variable power source 90 generates electricity that varies according to weather conditions and outputs the generated power to the microgrid MG. The electricity generated by the variable power source 90 corresponds to variable renewable energy (VRE). The variable power source 90 includes, for example, solar power generation equipment and wind power generation equipment.

[0061] Server 100 includes a processor 110, a storage device 120, and a communication device 130. The processor 110 may be a CPU (Central Processing Unit). The storage device 120 is configured to store various types of information. In addition to the program executed by the processor 110, the storage device 120 also stores information used in the program (e.g., mappings, mathematical formulas, and various parameters). The communication device 130 includes various communication I / Fs (interfaces). Server 100 is configured to communicate with the outside world via the communication device 130.

[0062] Server 100 controls DER group 500 connected to the microgrid MG, enabling DER group 500 to function as a VPP (Virtual Power Plant). More specifically, server 100 remotely and comprehensively controls DER group 500 using IoT (Internet of Things) energy management technology, thereby allowing it to function like a power plant. Each DER included in DER group 500 corresponds to an example of the "power regulation resource" of this invention.

[0063] Figure 2 This is a functional block diagram representing the constituent elements of server 100. (Refer to...) Figure 1 and Figure 2The server 100 includes a judgment unit 111, a first approval unit 112, a second approval unit 113, a charging control unit 114, a resource control unit 115, a switching unit 116, and an information management unit 117. For example, through... Figure 1 The processor 110 shown and the program in the storage device 120 executed by the processor 110 implement the above-described components. However, this is not a limitation; these components may also be embodied in dedicated hardware (electronic circuitry). The server 100 of this embodiment corresponds to an example of the "server" of the present invention.

[0064] Server 100 is configured to communicate with portable terminal 10 and DER via communication device 130.

[0065] Each vehicle (including EV11 and FCV12) user possesses a portable terminal 10. Figure 2 In this embodiment, only one portable terminal 10 is shown, which is held by each vehicle user. In this embodiment, the portable terminal 10 is a smartphone with a touch panel display. However, it is not limited to this; any portable terminal can be used as the portable terminal 10, including tablets, wearable devices (e.g., smartwatches), or electronic keys. A prescribed application software (hereinafter referred to as the "application") is installed on the portable terminal 10, and the portable terminal 10 is configured to exchange information with the server 100 through the application. By operating the portable terminal 10, the user can send charging requests (described later) and vehicle operation plans to the server 100. Examples of vehicle operation plans include POV driving plans (e.g., departure time, destination, and arrival time) or MaaS vehicle operation plans. The portable terminal 10 corresponds to an example of the "vehicle user terminal" of this invention.

[0066] The information management unit 117 manages information about each user registered on server 100 (hereinafter also referred to as "user information"), information about each vehicle registered on server 100 (hereinafter also referred to as "vehicle information"), and information about each fixed DER registered on server 100 (hereinafter also referred to as "resource information"). User information, vehicle information, and resource information are distinguished by identification information (ID) for each user, each vehicle, and each DER, respectively, and stored in storage device 120. In this embodiment, the information management unit 117 functions as the "vehicle management unit," "expense management unit," and "incentive management unit" of the present invention.

[0067] Users of vehicles registered in server 100 (e.g., EV11) can charge their onboard batteries (e.g., energy storage device B1) using power supplied from the microgrid MG by connecting their vehicles to EVSE20. Furthermore, each vehicle registered in server 100 can function as a DER (Device Controller) by connecting to EVSE20.

[0068] Vehicle information includes vehicle specifications (e.g., capacity and charging / discharging performance of the battery), vehicle location, remaining battery charge (e.g., State of Charge (SOC)), scheduled actions, and approval flags. Vehicle status (e.g., location and SOC) is acquired by various sensors mounted on each vehicle and transmitted from each vehicle to server 100. Each vehicle may send its latest status periodically, or it may send the stored data (vehicle status) at predetermined intervals (e.g., when driving ends or when the charging connector is connected). Scheduled actions are sent from portable terminal 10 to server 100. However, server 100 may also predict vehicle schedules based on historical vehicle data. An approval flag is a parameter indicating whether charging of the vehicle is approved and is pre-stored in storage device 120. An approval flag of ON means that charging of the vehicle is approved. An approval flag of OFF means that charging of the vehicle is not approved. The value of the approval flag (ON / OFF) is changed by the first approval unit 112 and the second approval unit 113, described later.

[0069] In server 100, EVSE20, residential 30, commercial facility 40, factory 50, ESS60, FCS71, generator 80, and natural variable power source 90 are registered as fixed DERs. Resource information includes the location, status, and specifications (e.g., maximum output, capacity, and responsiveness) of each fixed DER. For example, the status of EVSE20 includes whether or not a vehicle is connected. Furthermore, the status of EVSE20 connected to EV11 includes the status of EV11 (e.g., the operating / stopping status of ECU11a, the SOC of energy storage device B1, and the charging / discharging power of energy storage device B1). Additionally, the status of EVSE20 connected to FCV12 includes the status of FCV12 (e.g., the operating / stopping status of ECU12a, the remaining hydrogen amount of generator H2, the generated power and surplus power of generator H2, the SOC of energy storage device B2, and the charging / discharging power of energy storage device B2). The status of each of residential 30, commercial facility 40, and factory 50 includes power consumption. The status of ESS60 includes the control system's operation / stop status, SOC, and charging / discharging power. The status of FCS71 and generator 80 includes the control system's operation / stop status, generated power, and remaining generating capacity. The status of FCS71 also includes the remaining hydrogen in hydrogen tank 72. The status of natural variable power source 90 includes generated power. Server 100 obtains resource information through communication with each fixed DER.

[0070] User information includes the communication address of the portable terminal 10 held by the user, the vehicle ID of the vehicle belonging to the user, the resource ID of the fixed DER belonging to the user, electricity costs (including charging costs), and incentive information (e.g., incentive amount received).

[0071] Each user registered on server 100 enters into a contract with the administrator of the microgrid MG (hereinafter referred to as the "MG administrator") to use the electricity supplied by the microgrid MG. According to the contract, the user (user) who uses the electricity supplied from the microgrid MG is obligated to pay the prescribed electricity fees to the MG administrator.

[0072] For example, vehicle users who use electricity supplied from the microgrid MG to charge their vehicle batteries are obligated to pay the charging fees to the MG administrator. The Information Management Department 117 calculates the charging fee (electricity cost for charging) based on the prescribed unit price. Furthermore, the unit price is arbitrarily determined by the contract. The unit price can be a price per charge, a price per unit of electricity charged, or a price per unit of charging time. Details will be discussed later. The Information Management Department 117 changes the unit price based on the type of charging.

[0073] On the other hand, DER users who have performed power regulation on the microgrid MG based on requests from the MG manager (e.g., DR) are entitled to receive incentives predetermined in the contract from the MG manager. The Information Management Department 117 manages the incentives given to DER users who have performed power regulation on the microgrid MG. The incentives can be ordinary currency or virtual currency usable only within the city. The Information Management Department 117 calculates the incentive amount for each user based on the prescribed incentive unit price. Details will be described later; the Information Management Department 117 changes the incentive unit price according to the type of DER. The incentive unit price is arbitrarily determined by the contract. The incentive unit price can be a unit price for the number of power regulation operations, a unit price for the regulated electricity volume, or a unit price for the time the power regulation was performed.

[0074] The determination unit 111 is configured to determine, before a vehicle registered in the server 100 begins charging the onboard battery of the microgrid MG, whether power can be supplied from the DER group 500 to the microgrid MG so that at least one DER included in the DER group 500 responsively responds to the charging power. More specifically, the determination unit 111 uses resource information to confirm whether each DER can respond within a specified response time (e.g., within 1 second from the instruction). If the responsive DER can ensure the power to respond to the charging power, it is determined to be yes (able to supply); if the responsive DER cannot ensure the power to respond to the charging power, it is determined to be no (unable to supply).

[0075] In this embodiment, before starting the charging process, the vehicle user sends a charging request to the server 100 via the portable terminal 10. Charging requests are broadly categorized into regular charging requests and advance charging requests. The vehicle user can arbitrarily choose either a regular charging request or an advance charging request and send it to the server 100. The charging request is sent along with the ID (terminal ID) of the portable terminal 10. The terminal ID also functions as a user ID. The server 100 refers to the user information and can determine the vehicle belonging to the user who sent the charging request based on the terminal ID. Hereinafter, the vehicle belonging to the user who sent the charging request to the server 100 will be referred to as the "target vehicle." Furthermore, charging the battery storage device of the target vehicle will be referred to as "target charging." The target vehicle can be any vehicle with a battery storage device that can be charged via the EVSE 20. Figure 1 The EV11 shown could also be a vehicle not shown. Charging is performed by supplying power from the microgrid MG to the target vehicle. In this embodiment, when the server 100 receives a charging request, the determination unit 111 performs the aforementioned determination.

[0076] If the determination unit 111 determines that the power supply is possible, the first approval unit 112 sets the approval flag of the target vehicle to ON. This approves the power supply from the microgrid MG to the target vehicle. The first approval unit 112 setting the approval flag to ON corresponds to a first approval. Charging initiated by the first approval corresponds to normal charging.

[0077] Before the target vehicle begins using the microgrid MG for charging, the second approval unit 113 sets the approval flag of the target vehicle to ON when it receives an early charging request from the vehicle user. This approves the power supply from the microgrid MG to the target vehicle. The second approval unit 113 setting the approval flag to ON corresponds to a second approval. Charging that begins with the second approval corresponds to early charging. Early charging is easier to start earlier than regular charging.

[0078] Information Management Department 117 sets the electricity cost for early charging higher than the cost for regular charging. Details will be described later. Information Management Department 117 sets the unit price for early charging higher than the unit price for regular charging (see below). Figure 7 (S32).

[0079] When the charging control unit 114 approves the supply of power from the microgrid MG to the target vehicle, it begins charging the target vehicle when the charging connector of the EVSE20 is inserted into the target vehicle's inlet. That is, if the target vehicle's approval flag is ON before insertion, it can perform plug-in instant charging (charging that starts immediately upon insertion). Furthermore, the charging control unit 114 controls the charging power during charging. As detailed later, the charging control unit 114 implements escalation control of the charging power based on the responsiveness of the DER (Device Response) in response to target charging (see later description). Figure 8 ).

[0080] Switching unit 116 is configured to switch the paralleling and / or decoupling of the microgrid MG for the power system PG based on the reserves of the microgrid MG (described later). Figure 5 (S13, S41, S42). Thus, the instability of the microgrid MG due to insufficient reserves is suppressed.

[0081] If the determination unit 111 determines that the supply is not possible, the resource control unit 115 selects one or more DERs from the DER group 500 and controls the selected DER to be in a state where it can respond to charging for the target. For example, if the control system of the selected DER is stopped, the resource control unit 115 activates the control system of the DER to put the DER into a standby state (i.e., a state where it can respond to charging for the target). If the control system of the selected DER is operating, the resource control unit 115 may also request the EMS to put the DER into a responsive state. The resource control unit 115 may also receive a notification from the EMS that the DER has entered a standby state. Hereinafter, the control used to put the DER into a standby state will be referred to as "DER standby control".

[0082] Resource control unit 115 selects DERs according to a predetermined priority order. Before selecting a DER, resource control unit 115 can exclude DERs unsuitable for power regulation from the selected candidates. For example, resource control unit 115 can exclude DERs that have not entered standby mode within a specified time from the selected candidates. Users of DERs that have implemented power regulation can receive incentives from the MG manager. Information management unit 117 changes the incentive unit price for power regulation according to the type of DER selected. The priority order and incentive unit price of each DER included in DER group 500 are indicated, for example, by DER selection information pre-stored in storage device 120. Figure 3 This is a diagram representing an example of DER selection information.

[0083] Reference Figure 3 The DER selection information categorizes DERs into eight zones (ESS / FCS / stationary generators / EVSE-EV / EVSE-FCV / residential / commercial facilities / factory), determining the priority and incentive unit price for each zone. Figure 3 In this context, "EVSE-EV" and "EVSE-FCV" represent the EV and FCV connected to the EVSE, respectively. Figure 3 The priority order and incentive unit price shown are A, B, C, and D, respectively, from high to low.

[0084] like Figure 3As shown, the priority of ESS (stationary energy storage device) is higher than that of FCV (fuel cell vehicle). The resource control unit 115 selects a DER based on the priority order indicated by the DER selection information. In this way, the resource control unit 115 is configured to prioritize ESS over FCV. By prioritizing ESS, energy loss (natural discharge) during ESS placement is suppressed. For multiple DERs belonging to the same segment, a further priority order can be added based on a predetermined standard. For example, the priority of DERs with higher specifications can be increased. Furthermore, the priority of DERs that enable the control system can be higher than that of DERs that disable the control system.

[0085] like Figure 3 As shown, the incentive unit price for FCV is higher than that for ESS. (Information Management Department 117 reference) Figure 3 The incentive unit price is determined based on the selected DER information shown. In this way, the information management unit 117 is configured to provide a higher incentive for power regulation using FCVs compared to the incentive for power regulation using ESSs. By increasing the incentive for FCVs, it is easier to obtain assistance from FCVs when resources are insufficient.

[0086] Refer again Figure 1 and Figure 2 The DERs included in DER group 500 are roughly divided into power generation DERs, energy storage DERs, and load DERs.

[0087] In a power generation DER, the generator uses natural energy (e.g., solar or wind power) or fuel (e.g., light oil, natural gas, or hydrogen) to generate electricity, which is then output to the microgrid MG via a power conversion circuit. In a storage-type DER, power exchange between the storage device and the microgrid MG is performed through a power conversion circuit. The power conversion circuit in each DER operates according to control signals from server 100 and performs the prescribed power conversion. The power conversion circuit may include at least one of an inverter or a converter. Furthermore, the power conversion circuit may also include a relay for switching the connection / disconnection of the DER and the microgrid MG.

[0088] For example, in Figure 1 In the DER group 500 shown, ESS60 functions as a storage-type DER. Additionally, FCS71, generator 80, and natural variable power source 90 each function as a generating DER. The generating capacity of the natural variable power source 90 is determined in principle by meteorological conditions, but its output can be limited.

[0089] EV11 functions as an energy storage DER. EV11 functions as an energy storage DER by charging and discharging the energy storage device B1 connected to the microgrid MG. FCV12 functions as a power generation DER. FCV12 functions as a power generation DER by outputting power generated by the power generation device H2 to the microgrid MG. Furthermore, FCV12 can also be configured to function as an energy storage DER. FCV12 can also function as an energy storage DER if the capacity and charging / discharging performance of the energy storage device B2 are sufficient. The power conversion circuit can be installed in the vehicle (EV11, FCV12) or in the EVSE20. For example, DC power can be output from the vehicle to the DC-mode EVSE20, and DC / AC conversion can be performed by the inverter built into the EVSE20. Furthermore, the on-board inverter performs DC / AC conversion on the power discharged from the energy storage device in the vehicle, and the converted AC power is output from the vehicle to the AC-mode EVSE.

[0090] Although Figure 2 While not explicitly stated, electrical equipment consuming power from the microgrid MG can also function as a load-type DER. The greater the electrical load of the equipment connected to the microgrid MG, the greater the power consumption of the microgrid MG. For example, Figure 1 The demanders of the residential buildings 30, commercial facilities 40, and factories 50 shown can regulate the supply and demand of the microgrid MG by adjusting the power load of electrical equipment.

[0091] Figure 4 This is a flowchart illustrating the process of sending a charging request from the vehicle's user terminal to the server 100. (About...) Figure 4 Each step in the process (hereinafter referred to as "S"), S101 to S103, is performed by the portable terminal 10 ( Figure 2 S201 is executed by server 100.

[0092] Reference Figure 1 and Figure 2 as well as Figure 4 When a vehicle user inputs a charging request (normal charging or pre-charging request) to the portable terminal 10, processing based on the portable terminal 10 begins, and S101 is executed. The vehicle user can input a charging request to the portable terminal 10 by operating the touch panel display of the portable terminal 10.

[0093] In S101, the portable terminal 10 determines whether the charging request input by the vehicle user is a pre-charging request. If the input charging request is a normal charging request (no in S101), in S102, the portable terminal 10 sends the normal charging request and the terminal ID to the server 100. On the other hand, if the input charging request is a pre-charging request (yes in S101), in S103, the pre-charging request and the terminal ID are sent from the portable terminal 10 to the server 100.

[0094] Furthermore, the terminal executing S101 to S103 is not limited to the portable terminal 10; any terminal operated by a vehicle user is acceptable. S101 to S103 can also be executed via a terminal mounted in the vehicle (e.g., a car navigation system).

[0095] When server 100 receives a charging request (normal charging or pre-charging request) from the vehicle's user terminal (portable terminal 10 in this embodiment), it executes the processing in S201. In S201, the information management unit 117 of server 100 associates the received charging request with the terminal ID and stores it in storage device 120. After processing in S201, server 100 executes the following steps. Figure 5 The processing shown.

[0096] Figure 5 This is a flowchart illustrating the charging association process performed by server 100. (Refer to...) Figure 1 and Figure 2 as well as Figure 5 In S11, the Information Management Department 117, based on the... Figure 4 The server 100 determines the target vehicle by establishing an associated terminal ID based on the charging request stored in S201, and obtains the target vehicle's information (e.g., specifications, location, SOC, and approval identifier) ​​by referring to the vehicle information stored in storage device 120. The server 100 can determine the charging location based on the location of the target vehicle.

[0097] In S12, the charging control unit 114 determines whether the approval flag of the target vehicle is ON. Initially, the approval flag is OFF (not in S12), and the process proceeds to S20. The approval flag becomes ON through the processing of S20 or S30 as described below. During the period when the approval flag is OFF, no power supply from the microgrid MG to the target vehicle is implemented.

[0098] In S20, the following instructions are executed. Figure 6 The processing shown. Figure 6 This is a flowchart illustrating the processes performed by server 100 related to the first approval determination. (See reference...) Figure 1 , 26. In S21, the determination unit 111 determines whether, for the target vehicle being charged, power can be supplied from the DER group 500 to the microgrid MG to cause at least one DER included in the DER group 500 to respond responsively to the charging power. If the determination is yes (supply is possible) in S21, in S22, the first approval unit 112 sets the approval flag of the target vehicle to ON. On the other hand, if the determination is no (supply is not possible) in S21, in S23, the resource control unit 115 determines the target vehicle's approval flag based on the DER selection information (refer to...). Figure 3 Following the priority order shown, one or more DERs are selected from DER group 500. Resource control unit 115 selects a sufficient number of DERs by charging the selected DER response objects, in order to supply power to the microgrid MG in response to the charging power. Then, in S24, DER standby control begins for the DERs selected in S23. A certain amount of time is required from the start of DER standby control until the selected DER becomes capable of responding. When processing S22 or S24 is executed, Figure 6 The series of processes shown ( Figure 5 The process ends at S20. Then, processing proceeds... Figure 5 The S30.

[0099] In S30, the following instructions are executed. Figure 7 The processing shown. Figure 7 This is a flowchart illustrating the processes performed by server 100 related to the second approval decision. (See reference...) Figure 1 and Figure 2 as well as Figure 7 In S31, the second approval department 113 determined that... Figure 4 Is the charging request stored in S201 a pre-charging request?

[0100] When the charging request is an advance charging request (S31 is yes), the Information Management Department 117 increases the unit price of the charging fee for the target device in S32. Therefore, the unit price of advance charging is higher than the unit price of regular charging. The increase in the unit price of charging in S32 (price increase) can also vary depending on the stability (or supply and demand balance) of the microgrid MG. For example, when the microgrid MG is in a state of insufficient supply, the price increase in S32 can also be increased.

[0101] Following processing in S32, the second approval unit 113 sets the approval flag for the target vehicle to ON in S33. Even if Figure 6 If the determination in S21 is negative, the second approval department 113 will not wait. Figure 6 In S23, the selected DER becomes capable of responding and sets the approval flag of the target vehicle to ON. Thus, in Figure 5 It is determined to be true in S12.

[0102] On the other hand, if the charging request is a normal charging request (not in S31), Figure 7 The series of processes shown ( Figure 5 (S30) ends. Figure 6 S21 and Figure 7 If the judgment in both parties of S31 is negative, the approval flag remains OFF. Furthermore, the process is repeated while power supply from the microgrid MG to the target vehicle is prohibited. Figure 6 The judgment of S21. Furthermore, in Figure 6 DER standby control continues in S24. Then, when DER standby control is complete and... Figure 6 When it is determined in S21 that it is (capable of supply), in Figure 6 In S22, the first approval unit 112 sets the approval mark of the target vehicle to ON. Thus, in Figure 5 It is determined to be true in S12.

[0103] Refer again Figure 1 , Figure 2 as well as Figure 5 When the determination is yes in S12 (approval flag of the target vehicle = ON), the switching unit 116 determines in S13 whether the reserve of the microgrid MG is above the prescribed reference value. The switching unit 116 can also obtain the reserve (kW) of the microgrid MG based on resource information (e.g., the generating and discharging capacity of DER group 500). Then, if the reserve of the microgrid MG is below the prescribed reference value (no in S13), the switching unit 116 connects the microgrid MG in parallel with the power system PG in S41. Thus, the microgrid MG operates in conjunction with the grid. On the other hand, if the reserve of the microgrid MG is above the prescribed reference value (yes in S13), the switching unit 116 disconnects the microgrid MG from the power system PG in S42. Thus, the microgrid MG operates independently.

[0104] After processing in S41 or S42, the charging control unit 114 determines in S14 whether the charging connector of the EVSE20 (e.g., an EVSE20 with user authentication) is connected to the inlet of the target vehicle. If the EVSE20 is already electrically connected to the target vehicle, it is determined to be yes in S14, and the process proceeds to S15. On the other hand, if the EVSE20 is not electrically connected to the target vehicle, it is determined to be no in S14. During the period when it is determined to be no in S14, S11 to S14 are repeated. Then, when the charging connector of the EVSE20 is inserted into the inlet of the target vehicle (yes in S14), plug-in instant charging is performed through the processing in S15, which is described below.

[0105] In S15, the charging control unit 114 implements charging control to regulate the charging power supplied from the microgrid MG to the target vehicle, and DER response control to supply power from the DER group 500 to the microgrid MG in response to the charging power. These charging controls and DER response controls are, in principle, executed in a manner that achieves simultaneous and equal (balanced) operation of the microgrid MG.

[0106] In pre-charging, the responsiveness of the DER group 500 may be insufficient at the start of charging. Therefore, the charging control unit 114 implements power increase control based on the responsiveness of the DER group 500 (more specifically, the responsiveness of the DER that responds to the target charging). Figure 8 This is a diagram illustrating the control of the increase in charging power performed by the charging control unit 114.

[0107] Reference Figure 8 If the DER group 500 has sufficient responsiveness, the slope of the charging power rise becomes steep, as shown by line L1. If the DER group 500 has insufficient responsiveness, the slope of the charging power rise becomes gentler (refer to lines L2 to L4). The gentler the slope of the charging power rise, the easier it is for the microgrid MG to stabilize. Among lines L1 to L4, line L4 represents the gentlest slope. The charging control unit 114 can switch lines L1, L2, L3, and L4 according to the responsiveness of the DER group 500, or it can continuously change the slope of the charging power rise according to the responsiveness of the DER group 500.

[0108] In normal charging, priority is given to stabilizing the microgrid MG, and charging begins only after the responsiveness of the DER group 500 has sufficiently improved. On the other hand, in pre-charging, even if the microgrid MG is somewhat unstable, the charging power can be increased as quickly as possible. In pre-charging, if the responsiveness of the DER group 500 is insufficient, the charging control unit 114, in addition to the aforementioned DER response control, performs response control for the target charging, DER selection, and DER standby control, increasing the number of DERs in standby mode. By setting DERs with high responsiveness to standby mode, the responsiveness of the DER group 500 is improved. The charging control unit 114 can also perform charging control in a manner where the slope of the charging power increases steeply as the responsiveness of the DER group 500 increases.

[0109] Refer again Figure 1 and Figure 2 as well as Figure 5 The charging control unit 114 can also remotely operate the power conversion circuit installed on the target vehicle. Figure 2The charging control unit 114 implements the charging control in S15. To remotely operate the power conversion circuit of the target vehicle, the server 100 can communicate wirelessly with the target vehicle directly, or via wired communication through the EVSE20. Wireless communication between the server 100 and the target vehicle can also be achieved through a DCM (Data Communication Module) mounted on the target vehicle. Alternatively, the server 100 can issue a charging command to the EVSE20, and the EVSE20 can control the power conversion circuit of the target vehicle according to the command from the server 100. Furthermore, the charging control unit 114 can also remotely operate the power conversion circuit mounted on the EVSE20. Figure 2 ), to perform charging control in S15.

[0110] In S16, the charging control unit 114 determines whether charging of the target device has ended. More specifically, the charging control unit 114 determines whether a predetermined charging end condition has been met. The charging end condition may also be met when the SOC of the charged energy storage device is at or above a predetermined SOC value (e.g., the SOC value representing a full charge). Alternatively, the charging end condition may be met when the server 100 receives a charging end request from the target vehicle or EVSE20.

[0111] If the determination in S16 is negative (charging end condition = not met), the process returns to S15, where charging control and DER response control continue. Conversely, if the determination in S16 is positive (charging end condition = met), the charging control unit 114 stops power transmission from the microgrid MG to the target vehicle in S17. Thus, charging of the target vehicle ends. Furthermore, the charging control unit 114 performs a predetermined reset process in S17. During the reset process, parameters temporarily changed during this charging cycle (e.g., in...) are reset. Figure 6 S22 and Figure 7 The approval mark that was changed in S33 and in Figure 7 The charging fee unit price (which was changed in S32) is returned to its initial value. Then, by executing the process in S17, Figure 5 The series of processes have concluded.

[0112] As described above, the power management method of this embodiment is a method for implementing demand management of a microgrid MG using multiple DERs that can be electrically connected to the microgrid MG, including... Figure 6S21 and S22 are shown. In S21, before a target vehicle (e.g., EV11) with an energy storage device begins charging the energy storage device of the microgrid MG, the server 100 determines whether it is possible to supply power to the microgrid MG to cause at least one DER included in the DER group to respond responsively to the charging power. Then, if it is determined in S21 that it is possible to supply power, the server 100 approves the power supply from the microgrid MG to the target vehicle in S22. When vehicle charging begins upon approval in S22 (first approval), power can be supplied to the microgrid MG to cause at least one DER to respond responsively to the vehicle charging. Therefore, according to the above method, instability of the microgrid MG (system instability) caused by vehicle charging can be suppressed.

[0113] The above embodiments illustrate an example of vehicle charging in a public EVSE, but it can also be implemented in a home EVSE. Figure 5 The charging association processing is shown. Furthermore, in the above embodiment, when the server 100 receives a charging request, it begins... Figure 5 The charging association process is shown. However, Figure 5 The start timing of the charging association process shown can be changed appropriately. Figure 9 It means Figure 4 The diagram shows a first variation of the processing. In Figure 9 In this embodiment, S301 is executed by the ECU of each vehicle capable of charging via EVSE20, while S401 to S404 are executed by server 100. In this variant, instead of Figure 4 The process shown will be performed as described below. Figure 9 The processing shown.

[0114] Reference Figure 1 and Figure 2 as well as Figure 9 The vehicle's ECU (e.g., Figure 1 In step S301, the ECU 11a) of the EV11 shown acquires the current vehicle state (including position and SOC) through various sensors mounted on the vehicle and sends the acquired vehicle state along with the vehicle ID to the server 100. The ECU can also use the GPS (Global Positioning System) module of the vehicle's navigation system to detect the vehicle's position. Furthermore, known methods such as current accumulation or OCV inference can be used to determine the SOC. The processing in S301 is performed repeatedly, for example, at a predetermined cycle.

[0115] When server 100 receives the vehicle's status from the vehicle, it executes process S401. In S401, the information management unit 117 of server 100 saves the received vehicle status in storage device 120. This updates the vehicle information in storage device 120.

[0116] In S402, the determination unit 111 uses the vehicle's location and SOC (suspension charge) obtained in S401 to predict the timing for the start of charging. Figure 10 This is a diagram used to illustrate a method for predicting the timing of the start of charging.

[0117] Reference Figure 10 For example, if the destination of vehicle M1 is the user's home, the determination unit 111 determines, based on the location of vehicle M1 and the SOC of the vehicle battery, whether vehicle M1 can reach its home even without charging the vehicle battery en route. Then, if it is determined that vehicle M1 can reach its home without charging, the determination unit 111 infers that the next charging location is the user's home (home EVSE) and predicts that the time when vehicle M1 arrives at its home is the time when charging will begin. On the other hand, if it is determined that vehicle M1 cannot reach its home if the vehicle battery is not charged en route, the determination unit 111 infers the EVSE 20 (e.g., ) between vehicle M1 and its home. Figure 10 The determination unit 111 may, for example, determine the next charging location as the EVSE20 closest to the vehicle on the home route when the SOC of the vehicle battery falls below a specified SOC value.

[0118] Refer again Figure 1 and Figure 2 as well as Figure 9 In S403, the determination unit 111 determines whether the charging start timing predicted in S402 is approaching. For example, if the difference between the current time and the charging start timing is within a predetermined time, the determination unit 111 determines in S403 that it is (approaching). Furthermore, the determination unit 111 may also determine in S403 that it is (approaching) when the vehicle enters a range within a predetermined distance from the next charging location predicted in S402.

[0119] During the period in S403 where the determination is negative (not close), each time server 100 receives the vehicle's status from the vehicle, server 100 executes the processes in S401 to S403. Then, when the determination is positive (close) in S403, server 100 executes in S404. Figure 5 The charging association process is shown. In this variation, the vehicle that is determined to be yes in S403 becomes the target vehicle.

[0120] As in the above variations, Figure 5 The start timing of the charging-related processing (including the first approval determination) shown can also be determined based on the charging start timing predicted by the determination unit 111. Furthermore, in addition to the vehicle's location and SOC, the determination unit 111 can also consider the vehicle's planned actions to predict the charging start timing. Moreover, the determination unit 111 can also predict the vehicle's actions based on accumulated vehicle location data (historical data).

[0121] In a vehicle, the ECU can also predict the charging start time and prompt the user to request charging when the predicted charging start time is approaching. Figure 11 It means Figure 4 The diagram shows a second variation of the treatment. Figure 11 In this process, S501 to S503 are executed by the ECUs of each vehicle capable of charging via EVSE20, and S601 to S603 are executed by the portable terminal 10 ( Figure 2 ) Execute. In this variant, instead of Figure 4 The process shown will be performed as described below. Figure 11 The processing shown.

[0122] Reference Figure 1 and Figure 2 as well as Figure 11 The vehicle's ECU (e.g., Figure 1 The ECU 11a) of the EV11 shown predicts the charging start timing in S501 and determines whether the charging start timing is close in S502. The processing of S501 and S502 is the same as described above. Figure 9 S402 and S403 are the same. Then, when it is determined to be (approaching) in S502, the ECU sends a prescribed notification to the vehicle user in S503. More specifically, the ECU sends a signal to the portable terminal 10 indicating that the charging timing has started. The ECU and the portable terminal 10 can also exchange information via short-range communication such as Bluetooth (registered trademark) (e.g., direct communication within and around the vehicle).

[0123] When the portable terminal 10 receives the aforementioned notification (S503) from the ECU, it executes the processing in step S601. In S601, the portable terminal 10 displays a selection screen on the touch panel display. The selection screen requests the vehicle user to select whether to send a charging request to the MG manager's terminal (server 100).

[0124] Figure 12 This is an example image showing the selection screen. (See reference.) Figure 12The selection screen includes message M11, a "Yes" button M12, and a "No" button M13. Message M11 requests the vehicle user to select whether to initiate a charging request. (See reference...) Figure 12 and Figure 11 In step S602, the portable terminal 10 determines whether the vehicle user has pressed either the "Yes" button M12 or the "No" button M13. When the vehicle user presses the "Yes" button M12, the result is determined as "Yes" in step S602. Pressing the "Yes" button M12 signifies that the vehicle user has input a charging request to the portable terminal 10. Conversely, when the vehicle user presses the "No" button M13, the result is determined as "No" in step S602.

[0125] Refer again Figure 1 and Figure 2 as well as Figure 11 If the condition is met in S602, then in S603, the portable terminal 10 sends a normal charging request along with the terminal ID to the server 100. Upon receiving the normal charging request from the portable terminal 10, the server 100 executes... Figure 5 The charging association process is shown. On the other hand, if the determination in S602 is negative, the process in S603 is not performed, and the process ends. Figure 11 The series of processes shown.

[0126] As in the aforementioned variation, the ECU can also prompt the vehicle user for a charging request at a predetermined time. Furthermore, it can also begin charging when the server 100 receives a charging request from the vehicle user. Figure 5 The charging association process is shown.

[0127] In the above embodiment, the server 100 performs charging control remotely. However, it is not limited to this; the ECU of the target vehicle can also perform charging control. Figure 13 It means Figure 5 A diagram showing a modified example of the treatment. Regarding... Figure 13 The process shown omits S30 ( Figure 5 ), and adopted S15A, S16 ( Figure 5 (Replaces S15 and S16, and otherwise) Figure 5 The processing shown is the same. S15A and S16A will be explained below.

[0128] In S15A, server 100 sends a power transmission approval to the target vehicle. Power transmission approval is a signal indicating that power transmission has been approved. Then, in S16A, server 100 performs the following steps. Figure 14 The processing is shown below. Furthermore, the target vehicle also performs the following procedures upon receiving the aforementioned power transmission approval: Figure 14 The processing shown.

[0129] Figure 14 This is a flowchart used to illustrate the charging control and DER response control of the modified example.

[0130] Reference Figure 1 and Figure 2 as well as Figure 14 The target vehicle received the aforementioned power transmission approval ( Figure 13 When S15A is executed, the process in S701 is performed. In S701, the ECU of the target vehicle determines whether the charging connector of EVSE20 is connected to the inlet of the target vehicle. If EVSE20 is already electrically connected to the target vehicle, it is determined to be yes in S701, and the process proceeds to S702. On the other hand, if EVSE20 is not electrically connected to the target vehicle, it is determined to be no in S701. During the period when it is determined to be no in S701, the determination in S701 is repeated. Then, when the charging connector of EVSE20 is inserted into the inlet of the target vehicle, plug-in instant charging is performed through the process in S702, which is described below.

[0131] In the S702, the ECU uses power supplied from the microgrid MG to the target vehicle via EVSE20 to perform target charging (charging of the energy storage device installed on the target vehicle). The ECU can maintain a constant charging power or change the charging power according to the state of the energy storage device. The ECU can regulate the charging power by controlling the charger (power conversion circuit) installed on the target vehicle.

[0132] In S703, the ECU determines whether charging has ended. More specifically, the ECU determines whether a predetermined charging end condition has been met. The charging end condition can also be met when the State of Charge (SOC) of the charged energy storage device reaches or exceeds a predetermined SOC value (e.g., the SOC value indicating a full charge). Alternatively, the charging end condition can also be met when the ECU receives a charging end request from the user.

[0133] If the condition is not met in S703 (charging end condition = not met), the process returns to S702, and charging continues. Conversely, if the condition is met in S703 (charging end condition = met), the ECU sends a charging end signal to the server 100 in S704. The charging end signal indicates that charging has ended. Then, by executing the process in S704, the processing in the target vehicle is terminated.

[0134] On the other hand, server 100 sends power transmission approval to the target vehicle. Figure 13During S15A, processes S801 and S802 are executed. Specifically, the charging control unit 114 confirms the charging power in S801 and performs DER response control in S802. The charging control unit 114 can also obtain charging power from the EVSE20 connected to the target vehicle. Through DER response control, power corresponding to the charging power is supplied from the DER group 500 to the microgrid MG. DER response control is executed in a way that achieves simultaneous and equal (balanced) operation of the microgrid MG.

[0135] In S803, the charging control unit 114 determines whether a charging end signal has been received from the target vehicle (S704). If charging is in progress (no in S803), S801 to S803 are repeated. When the server 100 receives a charging end signal from the target vehicle (yes in S803), processing returns to... Figure 13 The process involves server 100 executing S17.

[0136] As in the above variation, the target vehicle can also perform charging control independently without relying on remote operation based on server 100.

[0137] Server 100 can also collaborate with other servers to control DER group 500. It is also possible to group the DERs contained in DER group 500 and set up a server for each group (e.g., a server managing the DERs within the group). For example, a server could be set up for each EMS to control the EMS. Server 100 can then control DER group 500 through the servers in each group.

[0138] The structure of the vehicle used as a power regulation resource is not limited to the structure shown in the above embodiments. For example, it is not necessary for the vehicle to have a communication device for wireless communication with server 100. Furthermore, a plug-in hybrid electric vehicle (PHV) can also be used as the power regulation resource. The vehicle can also be configured to perform contactless charging. The charging of the target object can be contactless charging. The vehicle is not limited to a passenger car; it can also be a bus or a truck. The vehicle can be configured to be capable of autonomous driving and may also have flight capabilities. The vehicle can be a vehicle capable of unmanned operation (e.g., an automated guided vehicle (AGV) or agricultural machinery).

[0139] Power regulation resources are not limited to Figure 1 The DER shown is an example. For instance, an induction motor with a flywheel can also be used as a power regulation resource.

[0140] While embodiments of the invention have been described, they should be considered illustrative and not restrictive in all respects. The scope of the invention is defined by the claims, which include all modifications equivalent to the spirit and scope of the claims.

Claims

1. A server for managing multiple power regulation resources that can be electrically connected to the power grid, comprising: The determination unit determines, before a vehicle equipped with an energy storage device begins using the charging of the energy storage device in the power grid, whether it is possible to supply power to the power grid to enable at least one of the power regulation resources to respond responsively to the charging power. The first approval department approves the supply of electricity from the power grid to the vehicle if the determination department determines that the supply is feasible. as well as The resource control unit, when the determination unit determines that supply is unavailable, selects one or more power regulation resources from the plurality of power regulation resources and controls the selected power regulation resource to be in a state that can respond to the charging of the energy storage device. The multiple power regulation resources include stationary energy storage devices and fuel cell vehicles. The resource control unit prioritizes the stationary energy storage device over the fuel cell vehicle. It also includes an incentive management department that manages the incentives given to users of power regulation resources who have implemented power regulation of the power grid. The incentive management unit sets a higher incentive for power regulation using the fuel cell vehicle compared to the incentive for power regulation using the stationary energy storage device.

2. The server according to claim 1, wherein, It also has a second approval unit that approves the supply of electricity from the power grid to the vehicle when it receives an advance charging request from the vehicle's user terminal before the vehicle begins to use the charging of the energy storage device of the power grid.

3. The server according to claim 2, wherein, It also has a fee management department that manages charging costs. The cost management department sets the cost of charging initiated with the approval of the second approval department higher than the cost of charging initiated with the approval of the first approval department.

4. The server according to any one of claims 1 to 3, wherein, It also includes a charging control unit, which, when the power supply from the power grid to the vehicle is approved, starts charging the energy storage device when the power grid is electrically connected to the vehicle, and controls the charging power of the energy storage device during charging.

5. The server according to claim 4, wherein, The charging control unit implements control over the increase of the charging power of the energy storage device based on the responsiveness of the power regulation resources that respond to the charging of the energy storage device.

6. The server according to any one of claims 1 to 3, wherein, When the determination unit receives a charging request from the user terminal of the vehicle, it determines whether it is possible to supply power to the power grid to enable at least one of the power regulation resources to respond responsively to the charging power of the energy storage device.

7. The server according to any one of claims 1 to 3, wherein, It also has a vehicle management department that manages information about the vehicles. The determination unit uses at least one of the vehicle's location managed by the vehicle management unit and the remaining amount of the battery storage device to predict the charging start timing.

8. The server according to any one of claims 1 to 3, wherein, The power grid is a microgrid that can be connected in parallel and disconnected from the external power grid provided by the power company. The server also has a switching unit that switches the microgrid in parallel and / or disconnected from the external power grid based on the microgrid's reserves.

9. A power management method, comprising a method for implementing supply and demand management of the power grid using multiple power regulation resources capable of being electrically connected to the power grid, comprising: Before a vehicle equipped with an energy storage device begins using the charging of the energy storage device in the power grid, a step is taken to determine whether it is possible to supply power to the power grid to enable at least one of the power regulation resources to respond responsively to the charging power for the energy storage device. If the determination indicates that a supply is possible, the step of approving the supply of electricity from the power grid to the vehicle is performed. If, based on the aforementioned determination, supply is deemed impossible, one or more power regulating resources are selected from the plurality of power regulating resources, and the selected power regulating resource is controlled to be able to respond to the charging state of the energy storage device. The multiple power regulation resources include stationary energy storage devices and fuel cell vehicles. Compared to the fuel cell vehicle, the stationary energy storage device is preferred, and The step of managing incentives given to users of power regulation resources that have implemented power regulation of the power grid, wherein the incentives for power regulation of the fuel cell vehicle are higher than the incentives for power regulation of the stationary energy storage device.

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