Power management device and power management method

Abstract

A power management device and a power management method. In a server (30), an acquisition unit (32) acquires, via a communication device (31), historical information indicating that power supply and demand of a power system (PG) has occurred and information related to the charging state of a battery (130) from a vehicle (50). A control unit (33) determines the priority order of a plurality of DERs for a DR request. When the SOC acquired by the acquisition unit (32) changes but historical information is not acquired by the acquisition unit (32), the control unit (33) determines the priority order of the vehicle (50) such that the vehicle (50) is less likely to be selected for the DR request.

Description

Technical Field

[0001] The present disclosure relates to a power management device and a power management method, and more particularly, to a power management device and a power management method for managing demand response for power supply and demand adjustment with respect to a power grid for a plurality of power adjustment resources that are requested to be electrically connected to the power grid. Background Art

[0002] Regarding the power management device and the power management method as described above, the following is described in International Publication No. 2020 / 158592: In a server device, users who are the objects of demand response (hereinafter referred to as "DR (Demand Response)") requests are selected using information related to the reliability of power users. Here, the information related to the reliability of a user refers to the achievement rate of a DR request (the ratio of the amount of power achieved with respect to the amount of power requested during the DR request period), and the stay rate of a DR request (the ratio per unit time of the time when the amount of power at the time of responding to the DR request enters a predetermined range (for example, ±20%) with respect to the requested amount).

[0003] As power adjustment resources that can participate in DR, actively using vehicles equipped with batteries is being studied. When various information is exchanged wirelessly between a vehicle participating in DR and a power management device (server) that manages DR, if the communication state is poor, the power management device cannot appropriately obtain the information required for DR from the vehicle. As a result, it may not be possible to perform appropriate power supply and demand adjustment for a DR request. Although participating in DR, if appropriate power supply and demand adjustment cannot be performed for a DR request, the user may suffer disadvantages such as being penalized. Summary of the Invention

[0004] The present disclosure has been made to solve the above problems, and an object of the present disclosure is to provide a power management device and a power management method that can suppress disadvantages to users caused by the inability to perform appropriate power supply and demand adjustment for a DR request.

[0005] The power management device of the present disclosure is a power management device that manages DR for performing power supply and demand adjustment with respect to the power grid for a plurality of power adjustment resources that can be electrically connected to the power grid. The plurality of power adjustment resources include vehicles equipped with batteries. Further, the power management device includes a communication device that wirelessly communicates with the vehicle, an acquisition unit, and a control unit. The acquisition unit acquires, from the vehicle via the communication device, history information indicating that power supply and demand with respect to the power grid has been performed and information related to the charge state of the battery. The control unit determines the priority order of the plurality of power adjustment resources for the DR request. Even if the charge state of the battery acquired by the acquisition unit changes, in the case where the acquisition unit does not acquire the history information, the control unit determines the priority order of the vehicle so that the vehicle is difficult to be selected for the DR request.

[0006] In addition, the power management method of the present disclosure is a power management method that manages DR for performing power supply and demand adjustment with respect to the power grid for a plurality of power adjustment resources that can be electrically connected to the power grid. The plurality of power adjustment resources include vehicles equipped with batteries. Further, the power management method includes: a step of wirelessly transmitting, from the vehicle to the server, history information indicating that power supply and demand with respect to the power grid has been performed; a step of wirelessly transmitting, from the vehicle to the server, information related to the charge state of the battery; and a step of determining the priority order of the plurality of power adjustment resources for the DR request. The step of determining the priority order includes: in the case where, even if the charge state of the battery acquired by the server from the vehicle changes, the server does not acquire the history information from the vehicle, determining the priority order of the vehicle so that the vehicle is difficult to be selected for the DR request.

[0007] In the above power management device and power management method, in the case where, even if the charge state of the battery of the vehicle changes, the acquisition unit does not acquire the history information from the vehicle, it is considered that the reliability of the wireless communication between the power management device and the vehicle has decreased, and the priority order of the vehicle is determined so that the vehicle is difficult to be selected for the DR request. Thereby, even if participating in DR, it is possible to avoid a situation where appropriate power supply and demand adjustment cannot be performed for the DR request due to a decrease in communication reliability. Therefore, according to the above power management device and power management method, it is possible to suppress adverse factors (such as penalties) to the user caused by the inability to perform appropriate power supply and demand adjustment for the DR request.

[0008] The history information may include information indicating at least one of the start and end of charging of the battery from the power grid.

[0009] The history information may include information indicating at least one of the start and end of discharging of the battery to the power grid.

[0010] The historical information may include information indicating at least one of an electrical connection between the power grid and the vehicle and disconnection.

[0011] In the case where the above-described historical information is not obtained from the vehicle, even if the state of charge of the vehicle's battery changes, it is considered that the communication reliability with the vehicle is reduced, and the priority order of the vehicle is determined so that the vehicle is difficult to be selected for a DR request. Therefore, it is possible to suppress the adverse factors to the user caused by the inability to perform appropriate power supply and demand adjustment for the DR request due to the reduced communication reliability.

[0012] The change in the state of charge of the battery may also be a change from when the vehicle's driving system stops to when it starts.

[0013] In addition, the acquisition unit may also acquire the position information of the vehicle from the vehicle. Also, the change in the state of charge of the battery may be a change when the position information of the vehicle is constant.

[0014] In addition, the acquisition unit may also acquire the driving distance of the vehicle from the vehicle. Moreover, the change in the state of charge of the battery may be a change when the driving distance of the vehicle is constant.

[0015] The change in the state of charge of the battery as described above is a change in the state of charge during parking and can indicate that power supply and demand with respect to the power grid have been performed. However, in the case where the historical information of power supply and demand is not acquired by the acquisition unit, it is considered that the communication reliability with the vehicle is reduced, and the priority order of the vehicle is determined so that the vehicle is difficult to be selected for a DR request. Therefore, it is possible to suppress the adverse factors to the user caused by the inability to perform appropriate power supply and demand adjustment for the DR request due to the reduced communication reliability.

[0016] The control unit may also determine the priority order of the vehicle so that the vehicle is difficult to be selected for a DR request in the case where the change amount of the state of charge of the battery acquired by the acquisition unit exceeds a threshold value and the historical information is not acquired by the acquisition unit.

[0017] During driving, power supply and demand with respect to the power grid are not performed, so historical information is not acquired. On the other hand, since the state of charge of the battery changes due to driving, it is possible that the priority order of the vehicle is determined so that the vehicle is difficult to be selected for a DR request based on the change in the state of charge during driving. Therefore, as described above, in the case where the change amount of the state of charge exceeds the threshold value, the priority order of the vehicle is determined so that the vehicle is difficult to be selected for a DR request, and it is possible to suppress the unnecessary reduction of the priority order of the vehicle. In addition, since it is considered that the average change amount of the state of charge during power supply and demand with respect to the power grid is greater than the average change amount of the state of charge during driving (because both discharging and charging are performed during driving), the threshold value is appropriately set to a value that can distinguish the average change amounts of the two, for example.

[0018] The historical information may include information indicating that the battery has been charged from the power grid. Also, even if the charging state acquired by the acquisition unit increases, the control unit may determine the priority order of the vehicles so that it is difficult for the vehicle to be selected for the DR request without the historical information being acquired by the acquisition unit.

[0019] Thereby, even if participating in the DR, it is possible to avoid a situation where appropriate charging (power demand) cannot be performed for the DR request in the vehicle due to a decrease in communication reliability. Therefore, it is possible to suppress the adverse factors to the user caused by the inability to perform appropriate charging for the DR request.

[0020] The above and other objects, features, aspects and advantages of the present disclosure will become apparent from the following detailed description understood in conjunction with the accompanying drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] Figure 1 It is a diagram showing the configuration of a power management system including a power management device according to an embodiment of the present disclosure.

[0022] Figure 2 is Figure 1 a detailed configuration diagram of the vehicle shown.

[0023] Figure 3 It is a diagram showing an example of information sent from the vehicle to the server.

[0024] Figure 4 It is a diagram showing an example of information sent from the vehicle to the server.

[0025] Figure 5 It is a diagram showing an example of DR information managed for each vehicle in the server.

[0026] Figure 6 It is a diagram showing an example of priority order information for a DR request.

[0027] Figure 7 It is a diagram illustrating an example of a method for determining the priority order for a DR request.

[0028] Figure 8 It is a diagram illustrating an example of a method for determining the priority order for a DR request.

[0029] Figure 9 It is a flowchart showing an example of the procedure for updating the priority order of vehicles for a DR request.

[0030] Figure 10 It is a flowchart showing an example of the procedure for updating the priority order of vehicles for a DR request.

[0031] Figure 11It is a flowchart showing an example of the order of processing for updating the priority of a vehicle for a DR request in Modification 1.

[0032] Figure 12 It is a flowchart showing an example of the order of processing for updating the priority of a vehicle for a DR request in Modification 2.

[0033] Figure 13 It is a flowchart showing an example of the order of processing for updating the priority of a vehicle for a DR request in Modification 3.

[0034] Figure 14 It is a flowchart showing an example of the order of processing for updating the priority of a vehicle for a DR request in Modification 4. Detailed Description of the Invention

[0035] Hereinafter, embodiments of the present disclosure will be described in detail with reference to the accompanying drawings. In addition, the same or corresponding parts in the drawings are denoted by the same reference numerals, and their description will not be repeated.

[0036] Figure 1 It is a diagram showing the configuration of a power management system including a power management device according to an embodiment of the present disclosure. Refer to Figure 1 , the power management system 1 includes a power system PG, a server 30 equivalent to a power management device, an EVSE (Electric Vehicle Supply Equipment) 40, a vehicle 50, and a portable terminal 80.

[0037] The vehicle 50 includes an inlet 110, a charger / discharger 120, a battery 130, an ECU (Electronic Control Unit) 150, and a communication device 180. The vehicle 50 is configured to be able to exchange power with the power system PG through the inlet 110. That is, the vehicle 50 is electrically connected to the EVSE 40 through the inlet 110, whereby the power supplied from the power system PG can be stored in the battery 130, and the power stored in the battery 130 can be supplied to the power system PG. In addition, hereinafter, charging the battery 130 from the power system PG through the EVSE 40 may be referred to as "external charging", and supplying the power stored in the battery 130 to the power system PG through the EVSE 40 may be referred to as "external power supply".

[0038] The inlet 110 is configured to be able to be electrically connected to a connector 43 of a power cable 42 extending from the EVSE 40. By connecting the connector 43 to the inlet 110, the vehicle 50 can receive power from the power system PG and can also supply power to the power system PG. In addition, in Figure 1In this case, only the inlet 110 (and the charger / discharger 120) corresponding to the power supply method of the EVSE 40 is shown, but the vehicle 50 may also be provided with a plurality of inlets so as to be able to correspond to a variety of power supply methods (for example, AC (Alternate Current) method and DC (Direct Current) method).

[0039] The charger / discharger 120 is provided on the power path between the inlet 110 and the battery 130, and includes a relay and a power conversion circuit (both not shown) for switching the electrical connection / disconnection of the power path. During external charging, the charger / discharger 120 converts the power input from the inlet 110 into the voltage level of the battery 130 and outputs it to the battery 130. On the other hand, during external power supply, the charger / discharger 120 converts the power discharged from the battery 130 into a voltage level suitable for external power supply and outputs it to the inlet 110. The power conversion circuit is constituted by, for example, a bidirectional converter.

[0040] The battery 130 includes a secondary battery such as a lithium ion secondary battery or a nickel metal hydride secondary battery. During external charging, the battery 130 is charged by receiving the power output from the charger / discharger 120. During external power supply, the battery 130 outputs the stored power to the charger / discharger 120. In this way, by storing the power supplied from the power system PG (EVSE 40) in the battery 130, or supplying the power stored in the battery 130 to the power system PG (EVSE 40), the vehicle 50 can function as a power adjustment resource capable of responding to DR requests. In addition, the battery 130 can store the regenerative power generated by the driving motor (not shown) during vehicle braking.

[0041] The ECU 150 includes a processor (such as a CPU (Central Processing Unit)), a RAM (Random Access Memory), a ROM (Read Only Memory), etc. (all not shown). The processor expands the program stored in the ROM into the RAM, etc. and executes it. The program stored in the ROM describes the processing of various controls executed by the ECU 150.

[0042] The ECU 150 executes various controls for the vehicle 50. For example, the ECU 150 executes driving control of the vehicle 50. In addition, the ECU 150 executes charge control and discharge control of the battery 130. In particular, the ECU 150 executes charge control and / or discharge control of the battery 130 in accordance with a DR request received from the server 30 via the communication device 180. In addition, the ECU 150 collects various data such as the SOC (State Of Charge) of the battery 130, the position information of the vehicle 50, and the EV travelable distance based on the SOC, and at a predetermined timing (when the system starts / stops, when charge / discharge starts / ends, or periodically), transmits the collected various data to the server 30 via the communication device 180. The controls executed by the ECU 150 will be described in detail later.

[0043] The communication device 180 includes a communication I / F (interface) for wireless communication with the server 30. The ECU 150 can perform wireless communication with the server 30 via the communication device 180. The communication device 180 may include a DCM (Data Communication Module), or may include a communication I / F corresponding to 5G.

[0044] The portable terminal 80 corresponds to the terminal carried by the user of the vehicle 50. The portable terminal 80 is configured to be able to perform wireless communication with the server 30. The user of the vehicle 50 can, for example, output an instruction from the portable terminal 80 to the server 30 so that the server 30 acquires various information (SOC, travelable distance, etc.) of the vehicle 50. In this embodiment, as the portable terminal 80, a smart phone equipped with a touch panel display is adopted. However, it is not limited thereto, and any portable terminal can be adopted as the portable terminal 80.

[0045] The power system PG is a power grid provided by an electrical operator (such as an electric power company). The power system PG is electrically connected to a plurality of EVSEs including the EVSE 40 and supplies AC power to each EVSE. A power supply circuit 41 is provided in the EVSE 40, and the power supply circuit 41 converts the power supplied from the power system PG into power suitable for external charging of the vehicle 50. The power supply circuit 41 may include a sensor for detecting charging power.

[0046] By making the relay of the charger / discharger 120 in a closed state, the battery 130 of the vehicle 50 is electrically connected to the EVSE 40. And during external charging, power is supplied from the power system PG to the battery 130 via the power supply circuit 41, the power cable 42, the access port 110, and the charger / discharger 120. In addition, during external power supply, power is output from the battery 130 to the power system PG via the charger / discharger 120, the access port 110, the power cable 42, and the power supply circuit 41.

[0047] The server 30 includes a communication device 31, an acquisition unit 32, a control unit 33, and a storage unit 34. The communication device 31 includes a communication I / F for wireless communication with the communication device 180 of the vehicle 50. In addition, the communication device 31 also includes a communication I / F for wireless communication with the portable terminal 80.

[0048] The acquisition unit 32 acquires various information of the vehicle 50 through the communication device 31. For example, the acquisition unit 32 acquires information such as the SOC of the battery 130, the position information of the vehicle 50, and the available driving distance, and stores the acquired information in association with the identification information (ID) of each vehicle in the storage unit 34. In addition, the acquisition unit 32 also acquires, through the communication device 31, from the vehicle 50 historical information indicating that power supply and demand for the power system PG have occurred in the vehicle 50, that is, historical information indicating external charging or external power supply. The historical information is, for example, information indicating the start / end of external charging or external power supply, or information indicating the connection / disconnection of the connector 43 of the power cable 42 to / from the connection port 110. The content and acquisition timing of the information acquired by the acquisition unit 32 will be described in detail later.

[0049] The control unit 33 includes a processor (such as a CPU), a memory (ROM and RAM), an input / output buffer, etc. (not shown). The processor expands the program stored in the ROM into the RAM, etc., and executes it. The program stored in the ROM describes various processes executed by the control unit 33. The processes executed by the control unit 33 will be described later.

[0050] The storage unit 34 is configured to be able to store various information. In the storage unit 34, the information acquired by the acquisition unit 32 from the vehicle 50 is stored in association with the identification information (ID) of each vehicle. The storage unit 34 is composed of, for example, a hard disk drive (HDD), a solid state drive (SSD), etc.

[0051] Figure 2 is Figure 1 a detailed configuration diagram of the vehicle 50 shown in the figure. Refer to Figure 2 , in addition to Figure 1 the connection port 110, the charge / discharge device 120, the battery 130, the ECU 150, and the communication device 180 described in

[0052] The monitoring module 121 includes various sensors that detect the state of the charger 120, and outputs the detection results to the ECU 150. In this embodiment, the monitoring module 121 is configured to detect the voltage and current input to the charger 120 and the voltage and current output from the charger 120.

[0053] The monitoring module 131 includes various sensors that detect the state of the battery 130 (such as voltage, current, temperature, etc.), and outputs the detection results to the ECU 150. The monitoring module 131 may also be a BMS (Battery Management System) that has functions such as SOC estimation function, SOH (State of Health) estimation function, cell voltage equalization function, and diagnosis function of the battery 130 in addition to the above sensor functions. The ECU 150 can obtain the state of the battery 130 based on the output of the monitoring module 131.

[0054] The driving unit 160 includes a PCU (Power Control Unit) and an MG (Motor Generator) (both not shown), and uses the power stored in the battery 130 to generate the driving force for the vehicle 50 to travel. The PCU is composed of, for example, a converter and a transformer (both not shown), and is controlled by the ECU 150. The MG is, for example, a three-phase AC motor generator. The MG is driven by the PCU to rotate the drive wheels W. The PCU uses the power supplied from the battery 130 to drive the MG. In addition, the MG performs regenerative power generation during vehicle braking and supplies the generated power to the battery 130.

[0055] The NAVI 170 is composed of a processor, a storage device, a touch panel display, and a GPS (Global Positioning System) module (all not shown). The storage device stores map information. The touch panel display accepts input from the user, displays the map and other information. The GPS module receives signals from GPS satellites (hereinafter referred to as "GPS signals"). The NAVI 170 can use the GPS signals to determine the position of the vehicle 50. The NAVI 170 is configured to perform a route search for finding a driving route (such as the shortest route) from the current position of the vehicle 50 to the destination based on the input from the user, and display the driving route found by the route search on the map.

[0056] The ECU 150 includes a processor 151, a RAM 152, and a storage device 153. The RAM 152 functions as a working memory that temporarily stores data processed by the processor 151. The storage device 153 is configured to be able to save the stored information. The storage device 153 includes, for example, a ROM and a rewritable non-volatile memory. In the storage device 153, in addition to programs, information used in the programs (maps, mathematical formulas, various parameters, etc.) is also stored. By executing the programs stored in the storage device 153 by the processor 151, various controls in the ECU 150 are executed.

[0057] Specifically, the ECU 150 executes the driving control of the vehicle 50 by controlling the driving drive unit 160. In addition, the ECU 150 executes the charging control and the discharging control of the battery 130 by controlling the charger / discharger 120. Regarding the charging control and the discharging control, the ECU 150 can execute the charging control and / or the discharging control according to the DR request received from the server 30 through the communication device 180.

[0058] In addition, the ECU 150 calculates the SOC of the battery 130 based on the voltage and current of the battery 130 obtained by the monitoring module 131, and outputs it to the storage device 153. In addition, the ECU 150 calculates the available driving distance of the vehicle 50 based on the SOC and outputs it to the storage device 153. In addition, the ECU 150 obtains the position information of the vehicle 50 from the NAVI 170 and outputs it to the storage device 153.

[0059] And, the ECU 150 reads the above various information from the storage device 153 at a predetermined timing, and sends it to the server 30 through the communication device 180. The predetermined timing is, for example, when events such as the start / stop of the vehicle system (when the start switch is turned on / off, etc.), the start / end of external charging, the start / end of external power supply, the connection / disconnection of the connector 43 of the power cable 42 to the access port 110 occur, or at regular intervals.

[0060] In addition, various controls in the ECU 150 are not limited to being executed by software, and can also be executed by dedicated hardware (electronic circuits).

[0061] Figure 3 and Figure 4 is a diagram showing an example of the information sent from the vehicle 50 to the server 30. Figure 3 Shows an example of the information sent from the vehicle 50 to the server 30 at the start / stop of the driving system. Refer to Figure 3, when the driving system of the vehicle 50 is started by the driver operating the start switch (not shown), the ECU 150 of the vehicle 50 reads information such as "GPS position information", "cumulative driving distance", "SOC", etc. from the storage device 153, and sends them to the server 30 through the communication device 180 together with the "driving start time" indicating the time at this moment. In addition, the GPS position information is the current position information of the vehicle 50 obtained by the NAVI 170. The cumulative driving distance is the total driving distance of the vehicle 50 so far. The SOC is the current SOC of the battery 130.

[0062] In addition, when the driver operates the start switch to stop the driving system of the vehicle 50, the ECU 150 reads information such as "GPS position information", "cumulative driving distance", "SOC", etc. from the storage device 153, and sends them to the server 30 through the communication device 180 together with the "driving end time" indicating the time at this moment.

[0063] Figure 4 An example of the information sent from the vehicle 50 to the server 30 when an event other than the driving relationship occurs. Refer to Figure 4 , "event type" indicates the event for which information is sent to the server 30. In this example, it shows that the event is the start of external charging. And when the external charging starts, the ECU 150 reads or otherwise collects information such as the "occurrence time", "GPS position information", "SOC", "external power supply time", "remaining charging time", "EV driving distance", "charger status information", etc. of this event from the storage device 153, and sends them to the server 30 through the communication device 180 together with the "event type".

[0064] In addition, the external power supply time is the time until the battery 130 becomes empty during external power supply, and is calculated based on the SOC and the magnitude of the power supply. The remaining charging time is the time until the battery 130 becomes fully charged during external charging, and is calculated based on the SOC and the magnitude of the charging power. The EV driving distance is the distance that can be traveled using the power stored in the battery 130, and is calculated based on the SOC and the power consumption rate of the vehicle 50 (such as the past average value, etc.). The charger status information indicates the status (operating / stopped) of the charger 120.

[0065] Refer to again Figure 1 , the server 30 performs DR on the vehicle 50. Generally speaking, when, for example, a power company's server (not shown) that manages the power system PG requests demand-supply adjustment, the server 30 grasps the available capacity in the vehicle 50. Moreover, based on this available capacity, the server 30 generates an implementation plan for the vehicle 50 and sends a DR request to the vehicle 50 through the communication device 31.

[0066] The vehicle 50 that has received the DR request can, by connecting to the EVSE 40, charge the battery 130 (external charging) by receiving power supplied from the EVSE 40 (power system PG) according to the DR request from the server 30, or supply the power stored in the battery 130 to the EVSE 40 (power system PG) (external power supply). Also, when each event (e.g., the start / end timing of charging during external charging) occurs during the execution of external charging or external power supply, the vehicle 50 sends the Figure 4 information shown below to the server 30 via the communication device 180.

[0067] At this time, if the wireless communication state between the vehicle 50 and the server 30 is poor, the server 30 cannot appropriately obtain the information required for DR from the vehicle 50. As a result, it may not be possible to perform appropriate power supply and demand adjustment for the DR request. Even if participating in DR, if appropriate power supply and demand adjustment cannot be performed for the DR request, the user of the vehicle 50 may suffer disadvantages such as being penalized.

[0068] Therefore, in the present embodiment, when it is determined that the wireless communication state between the vehicle 50 participating in DR and the server 30 is poor, the priority of the vehicle 50 is lowered with respect to the priority order assigned to multiple power adjustment resources (hereinafter referred to as "DER (Distributed Energy Resource)") participating in DR.

[0069] That is, after DR is requested from multiple DERs, for each DER participating in DR, the priority order is determined considering the response status (response time, charging capacity / supply capacity, etc.). Also, in the present embodiment, although a change in the SOC of the vehicle 50 is detected in the server 30, when the server 30 does not obtain historical information indicating that external charging or external power supply has been performed in the vehicle 50 from the vehicle 50, the server 30 determines that the reliability of communication with the vehicle 50 has decreased and determines the priority order of the vehicle 50 so that the vehicle 50 is less likely to be selected for the DR request.

[0070] Thereby, for the vehicle 50, even though it participates in DR, it is possible to avoid a situation where appropriate power supply and demand adjustment cannot be performed for the DR request due to a decrease in communication reliability. Therefore, it is possible to suppress disadvantages (such as penalties) to the user (the user of the vehicle 50) caused by the inability to perform appropriate power supply and demand adjustment for the DR request.

[0071] In this embodiment, for each vehicle participating in and registered for DR, information for determining the priority order for DR (hereinafter referred to as "DR information") is managed in the server 30. Then, the server 30 determines the priority order of the vehicle 50 for the DR request based on the DR information of each vehicle participating in the DR.

[0072] Figure 5 FIG. is an example of DR information managed for each vehicle in the server 30. Refer to Figure 5 ,"UID" is the identification information (ID) of the vehicle 50 and is given to each vehicle at the time of participation registration for DR. "Vehicle state" indicates whether the vehicle 50 can respond to the DR request by connecting to the EVSE 40. This information is determined based on the start / stop state and position information of the driving system of the vehicle 50 obtained from the vehicle 50. When the driving system of the vehicle 50 is stopped and the position information of the vehicle 50 is near the EVSE 40 (for example, at home), the "vehicle state" can respond to the DR.

[0073] "SOC" is the latest SOC obtained from the vehicle 50. In the DR request, there are a demand increase request (hereinafter also referred to as "boost DR") for requesting the power user (vehicle 50) to increase the power demand and a demand suppression request (hereinafter also referred to as "reduce DR") for requesting the suppression of the power demand. In addition, reducing DR is not limited to the suppression of power demand and also includes power supply to the power system PG. In the vehicle 50, the lower the SOC, the higher the response ability to boost DR, and the higher the SOC, the higher the response ability to reduce DR. Therefore, when the DR request is a boost DR, in the case of a low SOC, it acts in the direction of increasing the priority order of the vehicle 50 for the DR request, and in the case of a high SOC, it acts in the direction of decreasing the priority order of the vehicle 50 for the DR request. On the other hand, when the DR request is a reduce DR, in the case of a low SOC, it acts in the direction of decreasing the priority order of the vehicle 50 for the DR request, and in the case of a high SOC, it acts in the direction of increasing the priority order of the vehicle 50 for the DR request.

[0074] "Communication reliability" represents the reliability of the wireless communication between the vehicle 50 and the server 30. As described above, if the communication reliability between the vehicle 50 and the server 30 decreases, it is possible that the vehicle 50 cannot perform appropriate power supply and demand adjustment for the DR request. Therefore, in the case of a decrease in communication reliability, it acts in the direction of decreasing the priority order of the vehicle 50 for the DR request. In this embodiment, when the server 30 detects a change in the SOC of the vehicle 50 but the server 30 does not obtain historical information indicating that external charging or external power supply has been performed in the vehicle 50, it is determined that the communication reliability with the vehicle 50 is low.

[0075] Figure 6 This is a diagram showing an example of the priority order information for DR requests. Refer to Figure 6 , this priority order information is managed by the server 30 and represents the priority order of each user participating in DR. "UID-***" represents the user ID of the user corresponding to each rank. This priority order information is updated based on Figure 5 the DR information of each vehicle shown in

[0076] Figure 7 and Figure 8 are diagrams showing an example of the method for determining the priority order of the vehicle 50 for DR requests. Refer to Figure 5 and Figure 7 , X11 to X13 respectively represent Figure 5 the degree indicators of the "vehicle status", "SOC", and "communication reliability" shown in

[0077] For example, for the time period of the DR request, the longer the time that can handle DR, the farther the "vehicle status" of X11 is drawn from the center X0 (outward). In this example, the case where DR can be handled throughout the DR request period is shown.

[0078] In the case where the DR request is to increase DR, the lower the SOC, the more the "SOC" of X12 is drawn outward (plot), and in the case where the DR request is to decrease DR, the higher the SOC, the more the "SOC" of X12 is drawn outward. It is judged that when the communication reliability between the server 30 and the vehicle 50 is higher, the "communication reliability" of X13 is drawn more outward. In other words, when it is judged that the communication reliability between the server 30 and the vehicle 50 is low, the "communication reliability" of X13 is drawn inward.

[0079] And, in this example, based on the area of the slanted region determined by each plot of X11 to X13, the priority order of the vehicle 50 is determined. That is, in comparison with other vehicles, the larger the area of this slanted region, the higher the priority order, and on the other hand, the smaller the area of this slanted region, the lower the priority order.

[0080] Figure 8 is a diagram showing the situation when the communication reliability between the server 30 and the vehicle 50 decreases. Refer to Figure 8 , in this example, since the communication reliability between the server 30 and the vehicle 50 decreases, the "communication reliability" of X13 is drawn inward compared to Figure 7 the example in Figure 7 shown. Therefore, the area of the slanted region determined by each plot of X11 to X13 becomes smaller compared toFigure 8 The figure shown indicates that the priority order of vehicle 50 is lower than that of Figure 7 the example of.

[0081] In addition, weights can be assigned to each of the indicators X11 to X13. For example, weighting can be performed so that the contribution of a decrease in communication reliability to a decrease in the priority order is greater than that of the state of the SOC. In addition, the parameters for determining the priority order of vehicle 50 for the DR request are not limited to X11 to X13, and may include other parameters.

[0082] Figure 9 and Figure 10 is a flowchart showing an example of the order of processing for updating the priority order of vehicle 50 for the DR request. Figure 9 The flowchart of shows the processing steps when a DR increase is requested, Figure 10 and the flowchart of shows the processing steps when a DR decrease is requested. The series of processes shown in these flowcharts are executed by the server 30, and start when the server 30 obtains various information of the vehicle 50 ( Figure 3 ) as the driving system of the vehicle 50 stops.

[0083] Referring to Figure 9 , the server 30 obtains information on the SOC (set as S1) of the battery 130 based on the information ( Figure 3 ) sent from the vehicle 50 as the driving system of the vehicle 50 stops (step S10).

[0084] Next, the server 30 determines whether a start event and an end event of external charging are received from the vehicle 50 (step S20). Specifically, after the driving system stops, the server 30 determines whether information of the event types being the start and end of external charging ( Figure 4 ) is received from the vehicle 50. And if the start event and the end event of external charging are received (being "Yes" in step S20), the server 30 does not perform the subsequent processing and transfers the processing to the end.

[0085] During the period when at least one of the start event and the end event of external charging is not received from the vehicle 50 (being "No" in step S20), the server 30 determines whether the driving system of the vehicle 50 is started (step S30). Specifically, the server 30 determines whether various information of the vehicle 50 ( Figure 3 ) is obtained from the vehicle 50 as the driving system is started. When the server 30 has not received this information and determines that the driving system is in a stopped state (being "No" in step S30), the processing returns to step S20.

[0086] When it is determined in step S30 that the driving system of the vehicle 50 has been started (Yes in step S30), the server 30 obtains information on the SOC of the battery 130 (designated as S2) based on the information sent from the vehicle 50 along with the start of the driving system ( Figure 3 )(step S40).

[0087] Next, the server 30 calculates the difference ΔSOC (= S2 - S1) between the SOC (S2) obtained in step S40 and the SOC (S2) obtained in step S10, and determines whether ΔSOC is greater than the threshold value Sth1 (step S50). In addition, since it is considered that the average increase in SOC during external charging is sufficiently large compared to the increase in SOC during driving (usually, SOC decreases during driving), the threshold value Sth1 is appropriately set to a value that can distinguish between the two.

[0088] And when it is determined in step S50 that ΔSOC is greater than the threshold value Sth (Yes in step S50), the server 30 updates the priority in the direction of reducing the priority of the vehicle 50 for the DR request (boosting DR) (step S60). Specifically, although ΔSOC is greater than the threshold value Sth1 (Yes in step S50), in a situation where at least one of the start event and the end event of external charging is not received from the vehicle 50 (No in step S20), it is determined that the communication reliability between the server 30 and the vehicle 50 has decreased. And as Figure 7 and Figure 8 explain, the server 30 updates the priority in the direction of reducing the priority of the vehicle 50 for the DR request (boosting DR) based on the area of the oblique line region determined by each of X11 to X13.

[0089] In addition, in the above, the situation where at least one of the start event and the end event of external charging is not received from the vehicle 50 is used as a condition for reducing the priority of the vehicle 50, but this condition can also be the situation where both the start event and the end event of external charging are not received from the vehicle 50.

[0090] In addition, it is also possible to change the weighting of the determination of communication reliability with respect to the priority according to whether both the start event and the end event of external charging are not received, or whether one of the two events is not received.

[0091] Refer to Figure 10 to explain the processing steps when the DR is requested to be reduced. In the Figure 10 shown flowchart, the processing of steps S210, S230, S240, and S260 is the same as the processing of steps S10, S30, S40, and S60 shown in Figure 9 .

[0092] In this flowchart, when the information of the SOC (S1) of the battery 130 is obtained in step S210, the server 30 determines whether it has received the start event and the end event of external power supply from the vehicle 50 (step S220). Specifically, after the driving system stops, the server 30 determines whether it has received the information that the event types are the start and the end of external power supply from the vehicle 50 ( Figure 4 ). And if it has received the start event and the end event of external power supply (yes in step S220), the server 30 does not perform the subsequent processing and transfers the processing to the end.

[0093] During the period when it has not received at least one of the start event and the end event of external power supply from the vehicle 50 (no in step S220), the server 30 makes the processing enter step S230.

[0094] In addition, when the information of the SOC (S2) of the battery 130 is obtained in step S240, the server 30 calculates the difference ΔSOC (= S1 - S2) between the SOC (S1) obtained in step S210 and the SOC (S2) obtained in step S240, and determines whether ΔSOC is greater than the threshold Sth2 (step S250).

[0095] And when it is determined in step S250 that ΔSOC is greater than the threshold Sth2 (yes in step S250), the processing transfers to step S260, and the priority order of the vehicle 50 for the DR request (reducing DR) is updated in the direction of decreasing. Specifically, although ΔSOC is greater than the threshold Sth2 (yes in step S250), in the situation where it has not received at least one of the start event and the end event of external power supply from the vehicle 50 (no in step S220), it is determined that the communication reliability between the server 30 and the vehicle 50 has decreased. And as Figure 7 and Figure 8 explained, the server 30 updates the priority order of the vehicle 50 for the DR request (reducing DR) in the direction of decreasing based on the area of the oblique line region determined by each of X11 to X13.

[0096] In addition, since it is considered that the average decrease in SOC during external power supply is greater than the decrease in SOC during driving (because both discharging and charging are performed during driving), for example, the threshold Sth2 is appropriately set to a value that can distinguish the average change amounts of the two.

[0097] In addition, in Figure 10In the example, the case where at least one of the start event and the end event of not receiving external power supply from the vehicle 50 is used as a condition for reducing the priority of the vehicle 50. However, this condition can also be the case where both the start event and the end event of not receiving external power supply from the vehicle 50 occur.

[0098] In addition, the weighting of the determination of communication reliability with respect to the priority order can also be changed according to whether both the start event and the end event of not receiving external power supply are not received, or whether one of the two events is not received.

[0099] As described above, in the present embodiment, although the SOC of the battery 130 of the vehicle 50 changes, when the server 30 does not obtain the historical information indicating that external charging or external power supply has been performed in the vehicle 50, it is considered that the reliability of the wireless communication between the server 30 and the vehicle 50 decreases, and the priority order of the vehicle 50 is determined so that the vehicle 50 is difficult to be selected for the DR request. Thus, even when participating in DR, it is possible to avoid the situation where appropriate power supply and demand adjustment cannot be performed for the DR request due to the decrease in communication reliability. Therefore, according to the present embodiment, it is possible to suppress the adverse factors (such as penalties) to the user (the user of the vehicle 50) caused by the inability to perform appropriate power supply and demand adjustment for the DR request.

[0100] [Modification Example 1]

[0101] In the above-described embodiment, as the historical information indicating the power supply and demand to the power system PG in the vehicle 50, that is, the historical information indicating that external charging or external power supply has been performed, the information indicating the start / end of external charging or external power supply is used. Instead of the above historical information, the information indicating the connection / disconnection of the connector 43 of the power cable 42 to the access port 110 can also be used.

[0102] Figure 11 is a flowchart showing an example of the order of processing for updating the priority order of the vehicle 50 for the DR request in this Modification Example 1. This flowchart corresponds to Figure 9 、 Figure 10 shown flowchart.

[0103] Refer to Figure 11 The processing of steps S310, S330, S340, and S360 shown in this flowchart is the same as the processing of steps S10, S30, S40, and S60 shown in Figure 9 respectively.

[0104] In this flowchart, when the server 30 obtains the information of the SOC (S1) of the battery 130 in step S310, it determines whether it has received from the vehicle 50 the connection event and disconnection event of the connector 43 of the power cable 42 and the connection port 110 (step S320). Specifically, after the driving system stops, the server 30 determines whether it has received from the vehicle 50 the information whose event type is the connection and disconnection of the connector 43 and the connection port 110 ( Figure 4 ). And when it has received the connection event and disconnection event between the connector 43 and the connection port 110 (Yes in step S320), the server 30 does not perform the subsequent processing and transfers the processing to the end.

[0105] During the period when it has not received at least one of the connection event and disconnection event between the connector 43 and the connection port 110 from the vehicle 50 (No in step S320), the server 30 makes the processing enter step S330.

[0106] In addition, when the server 30 obtains the information of the SOC (S2) of the battery 130 in step S340, it calculates the difference |ΔSOC| between the SOC (S1) obtained in step S310 and the SOC (S2) obtained in step S340, and determines whether |ΔSOC| is greater than the threshold Sth (step S350).

[0107] And when it is determined in step S350 that |ΔSOC| is greater than the threshold Sth (Yes in step S350), the processing is transferred to step S360 to update the priority in the direction of reducing the priority of the vehicle 50 for the DR request. Specifically, although |ΔSOC| is greater than the threshold Sth (Yes in step S350), but in the situation where it has not received at least one of the connection event and disconnection event of the connector 43 and the connection port 110 from the vehicle 50 (No in step S320), it is determined that the communication reliability between the server 30 and the vehicle 50 has decreased. Then, as Figure 7 and Figure 8 explained, the server 30 updates the priority in the direction of reducing the priority of the vehicle 50 for the DR request based on the area of the diagonal region determined by each of the drawings of X11 to X13.

[0108] As described above, according to this modification example 1, the same effects as those of the above-described embodiment can also be obtained.

[0109] [Modification Example 2]

[0110] In the above-described embodiments and Modification 1, the change in the SOC (ΔSOC) from the stop to the start of the driving system is used in the determination of the communication reliability with the vehicle 50. However, instead, the change in the SOC when the position of the vehicle 50 remains unchanged may be used.

[0111] Figure 12 FIG. is a flowchart showing an example of the order of processing for updating the priority order of the vehicle 50 for the DR request in this Modification 2. This flowchart shows the processing order when a DR increase is requested. The series of processes shown in this flowchart are repeatedly executed at a predetermined cycle.

[0112] Refer to Figure 12 , the server 30 acquires information (position information, SOC of the battery 130, etc.) of the vehicle 50 based on the information ( Figure 4 ) regularly transmitted from the vehicle 50 (step S410). Then, the server 30 determines whether the position information of the vehicle 50 acquired in step S410 has changed from the previous value (step S420). If the vehicle position has changed (Yes in step S420), the subsequent series of processes are not executed, and the process transfers to the return.

[0113] If the vehicle position has not changed (No in step S420), the server 30 determines whether a start event and an end event of external charging are received from the vehicle 50 (step S430). When the start event and the end event of external charging are received (Yes in step S430), the server 30 does not execute the subsequent processing and transfers the process to the return.

[0114] During the period when at least one of the start event and the end event of external charging is not received from the vehicle 50 (No in step S430), the server 30 calculates the difference ΔSOC (= S2 - S1) between the current value (assumed to be S2) and the previous value (assumed to be S1) of the SOC acquired in step S410, and determines whether ΔSOC is greater than the threshold value Sth1 (step S440).

[0115] And when it is determined in step S440 that ΔSOC is greater than the threshold value Sth1 (Yes in step S440), the server 30 updates the priority order in the direction of reducing the priority order of the vehicle 50 for the DR request (DR increase) (step S450). Specifically, although the SOC changes (ΔSOC > Sth1) while the vehicle 50 is parked (the position information does not change) (Yes in step S440), in the situation where at least one of the start event and the end event of external charging is not received from the vehicle 50 (No in step S430), it is determined that the communication reliability between the server 30 and the vehicle 50 has decreased, and as Figure 7 andFigure 8 As described above, the server 30 updates the priority order in the direction of reducing the priority order of the vehicle 50 for the DR request (boosting DR) based on the area of the slanted region determined by each of the drawings of X11 to X13.

[0116] In addition, although not particularly illustrated, for the processing order when the DR is requested to be reduced, in step S430, an event of the start / end of external power supply is considered, and in step S440, the priority order of the vehicle 50 for the DR request (reducing DR) is updated by setting ΔSOC = S1 (previous value) - S2 (current value).

[0117] As described above, according to this modification example 2, the same effects as those of the above-described embodiment can also be obtained.

[0118] [Modification Example 3]

[0119] Similar to Modification Example 1 with respect to the embodiment, in Modification Example 2, as the history information indicating that external charging or external power supply has been performed, information indicating the connection / disconnection of the connector 43 of the power cable 42 and the connection port 110 can also be used.

[0120] Figure 13 is a flowchart showing an example of the order of processing for updating the priority order of the vehicle 50 for the DR request in this modification example 3. This flowchart corresponds to Figure 12 the flowchart shown.

[0121] Refer to Figure 13 , the processing in steps S510, S520, and S550 shown in this flowchart is the same as the processing in steps S410, S420, and S450 shown in Figure 12 respectively.

[0122] In this flowchart, when the vehicle position has not changed (in step S520, "No"), the server 30 determines whether a connection event and a disconnection event of the connector 43 of the power cable 42 and the connection port 110 are received from the vehicle 50 (step S530). Specifically, the server 30 determines whether information whose event type is the connection and disconnection between the connector 43 and the connection port 110 is received from the vehicle 50 ( Figure 4 ). And when a connection event and a disconnection event between the connector 43 and the connection port 110 are received (in step S530, "Yes"), the server 30 does not perform the subsequent processing and transfers the processing to the return.

[0123] During a period when at least one of a connection event and a disconnection event between the connector 43 and the connection port 110 is not received from the vehicle 50 (being "No" in step S530), the server 30 calculates the difference |ΔSOC| between the current value and the previous value of the SOC obtained in step S510, and determines whether |ΔSOC| is greater than the threshold value Sth (step S540).

[0124] And when it is determined in step S540 that |ΔSOC| is greater than the threshold value Sth (being "Yes" in step S540), the process proceeds to step S550, and the priority order is updated in a direction to lower the priority order of the vehicle 50 for the DR request.

[0125] As described above, according to this modification example 3, the same effects as those of the above-described embodiment can also be obtained.

[0126] [Modification Example 4]

[0127] In the above-described modification examples 2 and 3, in the determination of the communication reliability with the vehicle 50, the change (ΔSOC) of the SOC when the vehicle position does not change is used, but instead, the change in the traveling distance of the vehicle 50 may be used.

[0128] Figure 14 It is a flowchart showing an example of the order of the process of updating the priority order of the vehicle 50 for the DR request in this modification example 4. This flowchart shows the process order when the DR is requested to be enhanced. This flowchart corresponds to Figure 12 the flowchart shown.

[0129] Referring to Figure 14 , the processes of steps S610, S630 to S650 shown in this flowchart are respectively the same as the processes of steps S410, S430 to S450 shown in Figure 12 .

[0130] In this flowchart, when in step S610, the server 30 obtains the information of the vehicle 50 (including position information, SOC, traveling distance, etc.) based on the information regularly transmitted from the vehicle 50 ( Figure 4 ), the server 30 determines whether the traveling distance of the obtained vehicle 50 has changed from the previous value (step S620). When the traveling distance has changed (being "Yes" in step S620), a series of subsequent processes are not executed, and the process proceeds to the return.

[0131] When the traveling distance has not changed (being "No" in step S620), the server 30 causes the process to proceed to step S630, and determines whether a start event and an end event of external charging are received from the vehicle 50. The subsequent process is the same as Figure 12 .

[0132] Further, although not particularly illustrated, for the processing sequence when the DR is requested to be reduced, in step S630, an event of the start / end of external power supply is considered, and in step S640, ΔSOC = S1 (previous value) - S2 (current value) is set to update the priority order of the vehicle 50 for the DR request (reduction of DR). Further, in step S630, instead of whether an external charging start / end event is received, it may be set to whether a connection / disconnection event between the connector 43 of the power cable 42 and the connection port 110 is received.

[0133] As described above, according to this modification 4, the same effects as those of the above-described embodiment can also be obtained.

[0134] The embodiments disclosed herein should be considered illustrative in all respects and not restrictive. The technical scope of the present disclosure is defined not by the description of the above embodiments but by the scope of the claims, and is intended to include all modifications within the meaning and scope equivalent to the scope of the claims.

[0135] The above has described the embodiments of the present disclosure, but the embodiments disclosed herein should be considered illustrative in all respects and not restrictive. The technical scope of the present disclosure is defined by the appended claims, and is intended to include all modifications within the meaning and scope equivalent to the appended claims.

Claims

1. A power management device manages demand response for power supply and demand adjustment with respect to the power grid for a plurality of power adjustment resources that can be electrically connected to the power grid, and the plurality of power adjustment resources include vehicles equipped with batteries. The power management device includes: a communication device that performs wireless communication with the vehicle; an acquisition unit that acquires, through the communication device, historical information indicating that power supply and demand with respect to the power grid has occurred and information related to the charge state of the battery from the vehicle; and a control unit that determines the priority order of requests of the plurality of power adjustment resources for the demand response. The control unit updates the priority order in a direction to lower the priority of the vehicle when the charge state acquired by the acquisition unit has changed but the historical information has not been acquired by the acquisition unit.

2. The power management device according to claim 1, wherein the historical information includes information indicating at least one of the start and end of charging the battery from the power grid.

3. The power management device according to claim 1, wherein the historical information includes information indicating at least one of the start and end of discharging the battery to the power grid.

4. The power management device according to claim 1, wherein the historical information includes information indicating at least one of the electrical connection and disconnection between the power grid and the vehicle.

5. The power management device according to any one of claims 1 to 4, wherein the change in the charge state is a change from the stop to the start of the vehicle's driving system.

6. The power management device according to any one of claims 1 to 4, wherein the acquisition unit further acquires position information of the vehicle from the vehicle, and the change in the charge state is a change when the position information is constant.

7. The power management device according to any one of claims 1 to 4, wherein the acquisition unit further acquires the driving distance of the vehicle from the vehicle, and the change in the charge state is a change when the driving distance is constant.

8. The power management device according to any one of claims 1 to 4, wherein the control unit determines the priority order of the vehicle such that the vehicle is difficult to be selected for the request for the demand response when the change amount of the charge state acquired by the acquisition unit exceeds a threshold value and the historical information has not been acquired by the acquisition unit.

9. The power management device according to claim 1, wherein the historical information includes information indicating that the battery has been charged from the power grid, and the control unit determines the priority order of the vehicle such that the vehicle is difficult to be selected for the request for the demand response when the charge state acquired by the acquisition unit has increased but the historical information has not been acquired by the acquisition unit.

10. A power management method manages demand response for power supply and demand adjustment with respect to the power grid for a plurality of power adjustment resources that can be electrically connected to the power grid, and the plurality of power adjustment resources include vehicles equipped with batteries. The power management method includes: A step of wirelessly transmitting historical information indicating a situation of power supply and demand with respect to the power grid from the vehicle to the server; A step of wirelessly transmitting information related to the state of charge of the battery from the vehicle to the server; And A step of determining a priority order of requests of the plurality of power adjustment resources for the demand response, The step of determining the priority order includes: In a case where, although the state of charge obtained by the server from the vehicle has changed, the server has not obtained the historical information from the vehicle, updating the priority order in a direction of decreasing the priority order of the vehicle.

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