Power management system and power management method

Abstract

Provided is a power management system and a power management method. The power management system includes a vehicle, a charge-discharge device including a cable and a connector, and an instruction device. The vehicle includes an inlet, a locking device, an electric storage device, and a control device. The instruction device sends a locking instruction to the control device before starting exchange of electric power between a power supply-demand system and the vehicle. The locking instruction is an instruction to lock by the locking device so that the connector does not fall out of the inlet. The control device controls the locking device to lock the connector when the locking instruction is received, and sends a completion signal to the instruction device when it is confirmed that the connector has been locked. The instruction device re-sends the locking instruction if the completion signal is not received after the locking instruction is sent. The instruction device stops re-sending the locking instruction if it is not possible to confirm that the connector has been locked after re-sending the locking instruction.

Description

TECHNICAL FIELD

[0001] The present disclosure relates to a power management system and a power management method, and particularly to a power management system that exchanges power between a power supply and demand system that is a transaction object of power and a vehicle, and a power management method in a power management system that exchanges power between a power supply and demand system that is a transaction object of power and a vehicle. BACKGROUND

[0002] There has been a charge and discharge device that includes a charge and discharge device that receives and gives power to a storage battery, and includes a connector that connects to a plug provided to the storage battery, a cable that connects the connector to the charge and discharge device, and a connection detector that detects a state in which the plug is connected to the charge and discharge device, and controls the charge and discharge device based on an output of the connection detector (for example, refer to Japanese Patent Application Publication No. 2014-217083). SUMMARY

[0003] However, in the case where the charge and discharge device as in Japanese Patent Application Publication No. 2014-217083 includes a locking device that locks to prevent the connector connected to the inlet from falling off, when the connector is not properly connected to the inlet of the vehicle, the connector cannot be locked, and thus there is a problem in that the charge and discharge cannot be performed. In addition, in the case where the power of the auxiliary battery is used in order to operate the locking device, when the operation for locking is repeated a plurality of times, there is a concern that the power of the auxiliary battery will be depleted.

[0004] The present disclosure provides a power management system and a power management method that can prevent depletion of the power of a storage device.

[0005] The first aspect of the present disclosure relates to a power management system. The power management system includes a vehicle, a charge / discharge device including a cable through which power exchanged between a power supply / demand system that is a transaction target of the power and the vehicle and a connector for connecting the cable to the vehicle, and an instruction device that sends an instruction to the vehicle. The vehicle includes a port that can electrically connect the connector, a locking device that locks so that the connector connected to the port does not fall off, an electric storage device that supplies power for the locking device to operate, and a control device that controls the locking device according to the instruction from the instruction device. The instruction device sends a locking instruction to the control device before the exchange of the power between the power supply / demand system and the vehicle is about to start, the locking instruction being an instruction to lock by the locking device so that the connector does not fall off from the port. The control device controls the locking device so that the connector is locked when the locking instruction is received, and sends a completion signal to the instruction device when it is confirmed that the connector has been locked. The instruction device re-sends the locking instruction if the completion signal is not received after the locking instruction is sent, and stops the re-sending of the locking instruction if the condition that the connector has not been locked is confirmed after the re-sending of the locking instruction.

[0006] According to such a configuration, the instruction device stops the re-sending of the locking instruction if the condition that the connector has not been locked is confirmed after the locking instruction is sent several times. Therefore, it is possible to stop the consumption of the power of the electric storage device due to the operation of the locking device. As a result, it is possible to provide a power management system that can prevent the power of the electric storage device from running out.

[0007] The vehicle can also include a position acquisition device that acquires position information of the vehicle, the control device can send the position information acquired by the position acquisition device to the instruction device, and the instruction device can re-send the locking instruction if it is confirmed from the position information received from the control device that the vehicle has temporarily moved away from the vicinity of the charge / discharge device and has returned again.

[0008] According to such a configuration, it is possible to improve the likelihood that the connector that has not been locked is locked when the connector is connected to the port again if the vehicle has temporarily moved away from the vicinity of the charge / discharge device.

[0009] The vehicle can also include a monitoring device that determines the SOC of the electric storage device, the control device can send the SOC determined by the monitoring device to the instruction device, and the instruction device can receive the SOC and determine the criterion for judging the condition that the connector has not been locked using the received SOC.

[0010] According to such a configuration, the instruction device can determine the criterion for judging that the state in which it is not possible to confirm that the connector has been locked based on the SOC of the electric storage device. Therefore, it is possible to determine the criterion for causing the electric power of the electric storage device not to run out based on the SOC of the electric storage device. As a result, it is possible to further prevent the electric power of the electric storage device from running out.

[0011] It is also possible for the instruction device to make the number of times that the instruction device requires re-sending of the lock instruction when in the state in which it is not possible to confirm that the connector has been locked to be smaller than the number of times in the case where the SOC is the predetermined value or more, in the case where the SOC is lower than the predetermined value.

[0012] It is also possible for the instruction device to judge that the state in which it is not possible to confirm that the connector has been locked in the case where a predetermined period has elapsed from the initial sending of the lock instruction but no completion signal has been received, the instruction device making the predetermined period shorter in the case where the SOC is lower than the predetermined value than in the case where the SOC is the predetermined value or more.

[0013] It is also possible for the control device or the instruction device to notify the transaction object that it is not possible to start exchange of electric power in the case where the state in which it is not possible to confirm that the connector has been locked.

[0014] According to such a configuration, the transaction object of electric power is able to grasp that the vehicle is in the state in which it is not possible to start exchange of electric power.

[0015] The second technical solution of the present disclosure relates to a power management method. The power management method is a method of managing power in a power management system that exchanges power between a power supply-demand system that is a transaction object of power and a vehicle. The power management system includes: the vehicle; a charge-discharge device that includes a cable through which power exchanged with the vehicle passes and a connector for connecting the cable to the vehicle; and an instruction device that sends an instruction to the vehicle. The vehicle includes: an inlet that can electrically connect the connector; a locking device that locks so that the connector connected to the inlet does not fall off; an electric storage device that supplies power for the locking device to act; and a control device that controls the locking device according to the instruction from the instruction device. The power management method includes: the instruction device sending a locking instruction to the control device before the exchange of power between the power supply-demand system and the vehicle is about to start, the locking instruction being an instruction to lock by the locking device so that the connector does not fall off from the inlet; the control device controlling the locking device so that the connector is locked when the locking instruction is received, and sending a completion signal to the instruction device when it is confirmed that the connector has been locked; the instruction device re-sending the locking instruction if the completion signal is not received after the locking instruction is sent; and the instruction device stopping the re-sending of the locking instruction if the condition that the connector has been locked cannot be confirmed after the re-sending of the locking instruction.

[0016] According to such a configuration, a power management method that can prevent the power of the electric storage device from running out can be provided.

[0017] According to the technical solutions of the present disclosure, a power management system and a power management method that can prevent the power of the electric storage device from running out can be provided. BRIEF DESCRIPTION OF DRAWINGS

[0018] Features, advantages, and technical and industrial significance of exemplary embodiments of the application will be described below with reference to the accompanying drawings, wherein the same reference numerals denote the same elements, and wherein:

[0019] Figure 1 is a diagram showing the configuration of the VGI system to which the embodiment relates.

[0020] Figure 2 is a communication system diagram of the VGI system.

[0021] Figure 3 is a diagram showing the configuration of the BEV.

[0022] Figure 4 is a diagram showing an input device and an informing device mounted near the driver's seat of the BEV.

[0023] Figure 5 is a diagram for explaining the BEV connected to the public EVSE.

[0024] Figure 6 is a diagram showing a flow of processes in this embodiment before starting charge and discharge with the power system. DETAILED DESCRIPTION

[0025] Hereinafter, an embodiment of the present disclosure will be described in detail with reference to the drawings. In the drawings, the same or corresponding portions are denoted by the same reference numerals, and their description will not be repeated.

[0026] In recent years, the power system that relies on large-scale power plants (centralized energy resources) owned by power companies has been reconsidered, and construction of a configuration in which energy resources (hereinafter also referred to as "DSR (Demand Side Resources)") held by each customer are applied to the power system has been constructed. The DSR functions as a decentralized energy resource (hereinafter also referred to as "DER (Distributed Energy Resources)").

[0027] As a configuration in which the DSR is applied to the power system, the VPP (Virtual Power Plant) is proposed. The VPP is a configuration in which a large number of DERs (for example, DSRs) are integrated by an advanced energy management technology using IoT (Internet of Things), and these DERs are remotely and comprehensively controlled, thereby functioning like a power plant. In the VPP, a power company that integrates the DERs to provide an energy management service is called an "aggregator". The power company is able to adjust the supply and demand balance of power according to demand response (DR), for example, by cooperating with the aggregator.

[0028] In the VGI (Vehicle Grid Integration) system to which this embodiment relates, as a DSR for realizing the VPP, an electric vehicle capable of external charge and discharge, such as an electric vehicle (hereinafter referred to as BEV (Battery Electric Vehicle)) and a plug-in hybrid electric vehicle (PHEV), which is provided with an electric storage device, is adopted.

[0029] Figure 1 is a diagram showing the configuration of the VGI system to which this embodiment relates. Referring to Figure 1 , the VGI system 1 includes a power company E1, a higher-level aggregator E2, and a lower-level aggregator E3.

[0030] The electric power company E1 generates electric power and supplies the electric power. The electric power company E1 can obtain a profit, for example, by trading with customers (for example, individuals or companies) that use electric power. The electric power company E1 maintains and manages the server 10, the power plant 11, the power transmission and distribution equipment 12, and the smart meters 13A and 13B.

[0031] The power plant 11 has a power generation device for generating electric power and is configured to supply electric power generated by the power generation device to the power transmission and distribution equipment 12. The power generation method of the power plant 11 is arbitrary, and can be any of thermal power generation, hydroelectric power generation, wind power generation, nuclear power generation, and solar power generation, for example. The power transmission and distribution equipment 12 includes power transmission lines, substations, and power distribution lines and is configured to perform power transmission and distribution of electric power supplied from the power plant 11. The electric power system (power grid) is constructed by the power plant 11 and the power transmission and distribution equipment 12.

[0032] The smart meters 13A and 13B are each configured to measure the amount of electric power used each time a predetermined time elapses (for example, each time 30 minutes elapses), store the measured amount of electric power used, and transmit the amount to the server 10. As a communication protocol between the smart meters 13A and 13B and the server 10, IEC (DLMS / COSEM), for example, can be employed. The smart meters 13A and 13B are each configured to measure the amount of electric power used in the EVSE 40A and 40B described later (for example, the amount of electric power used in charging the BEVs 50A and 50B). The electric power company E1 corresponds to the administrator of each of the EVSEs 40A and 40B.

[0033] Each administrator (hereinafter also referred to as a "parent AG") belonging to the upper aggregator E2 integrates the amount of electric power controlled by a plurality of administrators (hereinafter also referred to as "child AGs") belonging to the lower aggregator E3 by managing the child AGs, and thereby provides an energy management service. The parent AG can obtain a profit, for example, by trading with the electric power company E1.

[0034] The server 10 is configured to manage information of a plurality of parent AGs (for example, parent AGs registered with the server 10) within the jurisdiction. The parent AGs are each given identification information (ID) for identifying the parent AG. The server 10 distinguishes and manages the information of each parent AG with the ID of the parent AG. The parent AG can raise the power supply capacity (capacity) not only from BEVs (electric vehicles) but also from resources other than BEVs (for example, biomass). The upper aggregator E2 includes a plurality of servers (for example, servers 20A to 20C) provided for each parent AG. Hereinafter, each server included in the upper aggregator E2 will be described as the "server 20" except for cases where a distinction is made. Figure 1Three servers 20 (servers 20A to 20C) are shown, but the number of servers 20 included in the upper aggregator E2 is arbitrary and can be 10 or more.

[0035] Each server 20 included in the upper aggregator E2 is configured to manage information of a plurality of sub-AGs (for example, sub-AGs registered to the server 20) in the jurisdiction. Each business (sub-AG) belonging to the lower aggregator E3 controls the amount of power by a DR signal (demand response signal) to request the suppression or increase of power demand from each customer, thereby controlling the amount of power. The sub-AG is given identification information (ID) for identifying the sub-AG. The server 20 distinguishes and manages the information of each sub-AG with the ID of the sub-AG. The lower aggregator E3 includes a plurality of servers (for example, servers 30A to 30C) provided for each sub-AG. Hereinafter, each server included in the lower aggregator E3 is described as "server 30" except for the case of distinguishing. Figure 1 The servers 30A to 30C shown are managed by a common server 20 (for example, server 20B). Furthermore, the number of servers 30 managed by each server 20 included in the upper aggregator E2 is arbitrary and can be 10 or more.

[0036] In Figure 1 In the VGI system 1 shown, the customers managed by the sub-AG (further, the server 30) are BEVs (electric vehicles). The BEV can receive the supply of power from the EVSE (vehicle power supply device). In this embodiment, the VGI system 1 includes both the EVSE of the AC system (alternating current power supply system) and the EVSE of the DC system (direct current power supply system).

[0037] Figure 1 The EVSE 40A included in the VGI system 1 shown is a home-use EVSE (that is, an EVSE provided at a residence). The home-use EVSE can be managed by a HEMS-GW (Home Energy Management System-Gate Way). For example, the EVSE 40A is managed by a HEMS-GW 60. Figure 1 The EVSE 40B included in the VGI system 1 shown is a public EVSE. The public EVSE is provided at public facilities, commercial facilities, lodging facilities, parking lots (for example, service areas of expressways), and the like, for example, as infrastructure for charging a power storage device mounted on an electric vehicle. As typical examples of the public EVSE, there are a general charger of the AC system and a quick charger of the DC system.

[0038] The VGI system 1 includes a plurality of EVSEs, BEVs, and each device of the HEMS-GW (inFigure 1 The number of EVSEs, BEVs, and HEMS-GWs included in the VGI system 1 is each independently arbitrary and can be 10 or more or 100 or more. Hereinafter, each of the EVSEs, BEVs, and HEMS-GWs included in the VGI system 1 will be described as "EVSE 40", "BEV 50", and "HEMS-GW 60", respectively, except for cases where it is necessary to make a distinction. Each of the BEVs 50 included in the VGI system 1 can be a vehicle owned by an individual (hereinafter also referred to as a "POV vehicle") or a vehicle managed by a MaaS (Mobility as a Service) operator (hereinafter also referred to as a "MaaS vehicle"). In this embodiment, the user of each of the BEVs 50 included in the VGI system 1 has a contract with the power company E1. Through the contract, the user acquires a right to receive a reward from the power company E1 in a case where power demand adjustment is performed in response to a request from the power company E1. The power company E1 involved in this embodiment corresponds to one example of a "contractor".

[0039] Each of the servers 30 included in the lower-level aggregator E3 is configured to manage information of a plurality of BEVs 50 (for example, BEVs registered with the server 30) within the jurisdiction. Each of the BEVs 50 is assigned identification information (hereinafter also referred to as a "vehicle ID") for identifying the BEV 50. The server 30 distinguishes and manages information of each of the BEVs 50 using the vehicle ID. In addition, each of the servers 30 included in the lower-level aggregator E3 is configured to be able to communicate with each of the HEMS-GWs 60 (for example, HEMS-GWs registered with the server 30) within the jurisdiction.

[0040] The EVSE 40A is connected to the power system of the power company E1 via the smart meter 13A. The amount of power used in the EVSE 40A is measured by the smart meter 13A and transmitted to the server 10. The EVSE 40B is connected to the power system of the power company E1 via the smart meter 13B. The amount of power used in the EVSE 40B is measured by the smart meter 13B and transmitted to the server 10. Hereinafter, the smart meters 13A and 13B included in the VGI system 1 will be described as "smart meter 13", respectively, except for cases where it is necessary to make a distinction.

[0041] The smart meter 13 is provided in accordance with the EVSE 40 included in the VGI system 1. The EVSEs 40 included in the VGI system 1 are managed by the electric power company El, and are connected to the electric power system provided by the electric power company El. The EVSEs 40 included in the VGI system 1 receive supply of electric power from the electric power company El. In the VGI system 1, the EVSEs 40 are given identification information (hereinafter also referred to as "device ID") for identifying the EVSEs 40, and the server 10 distinguishes and manages the amount of use of electric power in each of the EVSEs 40 using the device ID. The electric power company El monitors the amount of use of electric power (i.e., the amount of supply of electric power to customers) in each of the EVSEs 40 included in the VGI system 1 through each of the smart meters 13, and supplies electric power to customers through each of the EVSEs 40 included in the VGI system 1.

[0042] The plurality of EVSEs 40 included in the VGI system 1 include a charging device that does not support reverse flow and a charging device that supports reverse flow (i.e., a charge / discharge device). The charge / discharge device is configured to supply electric power received from the BEV 50 to the electric power system of the electric power company El (i.e., to perform reverse flow). The smart meter 13 provided to the charge / discharge device is configured to measure the amount of electric power that has performed reverse flow on the basis of the amount of use of electric power.

[0043] Hereinafter, the following Figure 2 The functions of each element constituting the VGI system 1 will be described. Figure 2 is a communication system diagram of the VGI system 1. In Figure 2 , the BEV 50A is electrically connected to the EVSE 40A (household EVSE) via a charging cable. The BEV 50B is electrically connected to the EVSE 40B (public EVSE) via a charging cable. The BEV 50C is in motion.

[0044] Referring to Figure 2 , in the VGI system 1, the server 10 and the server 20 are configured to be able to communicate with each other. In addition, the server 20 and the server 30 are also configured to be able to communicate with each other. The communication methods between the servers 10 and 20 and between the servers 20 and 30 are each independent and arbitrary, but for example, can be a VPN (Virtual Private Network).

[0045] The server 30 is configured to be able to communicate with each of the BEVs 50 (i.e., the BEVs 50A to 50C) and the HEMS-GW 60, respectively. The server 30 and the HEMS-GW 60 are configured to be able to communicate with each other via the Internet, for example. The server 30 and each of the BEVs 50 are configured to wirelessly communicate with each other via a mobile communication network (telematics), for example.

[0046] The HEMS-GW 60 and the EVSE 40A are configured to communicate with each other via a LAN (Local Area Network). The LAN can be a wired LAN or a wireless LAN.

[0047] The EVSE 40A and the BEV 50A are configured to communicate with each other via a charging cable. Also, the EVSE 40B and the BEV 50B are configured to communicate with each other via a charging cable. The communication method between the EVSE 40A and the BEV 50A and the communication method between the EVSE 40B and the BEV 50B are each independent and arbitrary, and can be a CAN (Controller Area Network) or a PLC (Power Line Communication).

[0048] The VGI system 1 further includes a data center 70 and a portable terminal 80 registered with the data center 70. The data center 70 is configured, for example, to include a server (not shown) that manages information. In this embodiment, a smartphone having a touch panel display is used as the portable terminal 80. However, the portable terminal 80 is not limited thereto, and any portable terminal can be used as the portable terminal 80, such as a tablet terminal, a portable game machine, and a wearable device such as a smart watch.

[0049] The data center 70 is configured to communicate with the server 30 via the Internet, for example. The data center 70 is configured to manage information of a plurality of registered portable terminals 80. The information of the portable terminal 80 includes information related to a user who carries the portable terminal 80 (for example, information indicating a power company to which the user subscribes and a vehicle ID of the BEV 50 belonging to the user), in addition to information of the terminal itself (for example, a communication address of the portable terminal 80). An identification information (hereinafter also referred to as "terminal ID") for identifying the portable terminal 80 is assigned to the portable terminal 80, and the data center 70 distinguishes and manages the information of each portable terminal 80 with the terminal ID. The terminal ID also functions as information for identifying the user (user ID). Figure 2 Only one portable terminal 80 is illustrated, but the portable terminal 80 is carried by each user.

[0050] A predetermined application software (hereinafter simply referred to as "application") is installed in the portable terminal 80, and the portable terminal 80 is configured to exchange information with the HEMS-GW 60 and the data center 70 through the application. The portable terminal 80 is configured to wirelessly communicate with the HEMS-GW 60 and the data center 70 via the Internet, for example.

[0051] The server 10 is configured to adjust the supply and demand of electric power using DR (demand response). When the server 10 performs such adjustment, first, the server 10 transmits a signal requesting participation in DR (hereinafter also referred to as "DR participation request") to each server 20 included in the upper aggregator E2 (for example, the servers 20A to 20C shown in FIG. 1). The DR participation request includes a region that is the object of the DR, the type of the DR (for example, reduction of the DR or increase of the DR), and the DR period. Figure 1

[0052] The server 20 is configured to calculate the DR amount (that is, the amount of electric power that can be adjusted in accordance with the DR) when the DR participation request is received from the server 10, and transmit the same to the server 10. The server 20 can calculate the DR amount, for example, based on the total of the DR capacities (that is, the capacities that can be supported by the DR) of each sub-AG within the jurisdiction. The server 20 can acquire the DR capacities of each sub-AG within the jurisdiction, for example, by inquiring the server 30. The server 10 decides the DR amount for each parent-AG (that is, the amount of adjustment of electric power requested for the parent-AG) based on the DR amounts received from each server 20 included in the upper aggregator E2, and transmits a signal instructing execution of the DR (hereinafter also referred to as "1st DR execution instruction") to the server 20 of each parent-AG. The 1st DR execution instruction includes a region that is the object of the DR, the type of the DR (for example, reduction of the DR or increase of the DR), the DR amount for the parent-AG, and the DR period.

[0053] The server 30 is configured to sequentially acquire and hold information indicating the state of each BEV 50 within the jurisdiction (for example, the position of the vehicle, the remaining amount of the battery, the travel schedule, and the travel conditions) from each BEV 50. By storing such data, the charge / discharge history and the travel history of each BEV 50 within the jurisdiction are held in the server 30. In addition, the server 30 is configured to sequentially acquire and hold information indicating the state of each EVSE 40 within the jurisdiction (for example, information indicating whether or not charging is in progress, the charging schedule, and the charging conditions) from each HEMS-GW 60 connected to each EVSE 40. By storing such data, the charging history and the reverse flow history of each EVSE 40 within the jurisdiction are held in the server 30.

[0054] The user can transmit information indicating the state and the plan of the user to the data center 70 by operating the portable terminal 80. As an example of the information indicating the state of the user, information indicating whether or not the user is in a condition capable of supporting the DR can be given. As an example of the information indicating the plan of the user, the time when the POV vehicle departs from the home or the operation plan of the MaaS vehicle can be given. The data center 70 is configured to distinguish and hold the above information received from the portable terminal 80 by the terminal ID. The server 30 can acquire information related to the user from the data center 70. ​

[0055] The server 30 is configured to, in a case where the aforementioned inquiry is present from the server 20, calculate the DR capacity of the sub-AG corresponding to the server 30 based on information related to each of the BEV 50, the EVSE 40, and the user, and transmit the DR capacity to the server 20. The server 20, when receiving the aforementioned first DR execution instruction from the server 10, determines the DR amount of each sub-AG (i.e., the amount of power requested to adjust to the sub-AG) based on the DR capacities received from each server 30 included in the subordinate aggregator E3, and transmits a signal instructing the execution of the DR (hereinafter also referred to as a "second DR execution instruction") to the servers 30 of each sub-AG. The second DR execution instruction includes the region that is the object of the DR, the type of the DR (for example, a decrease in the DR or an increase in the DR), the DR amount for the sub-AG, and the DR period.

[0056] The server 30, when receiving the second DR execution instruction, allocates the DR amount to each BEV 50 capable of supporting the DR among the BEVs 50 within the jurisdiction, creates a DR signal for each BEV 50, and transmits the DR signal to each BEV 50. The DR signal includes the type of the DR (for example, a decrease in the DR or an increase in the DR), the DR amount for the BEV 50, and the DR period. The DR amount of the increase in the DR required for the BEV 50 in the DR period may, for example, be either the charging power (charging power) in the DR period or the charge amount (i.e., the time integral value of the charging power) in the DR period. The DR amount of the decrease in the DR required for the BEV 50 in the DR period may, for example, be either the discharge amount (i.e., the time integral value of the discharging power (discharging power)) in the DR period or the protection value (i.e., the upper limit value of the charging power) that limits the charging power in the DR period.

[0057] The user of each BEV 50 included in the VGI system 1, in a case where the aforementioned DR signal is received, performs charging or discharging in accordance with the DR using the charging device managed by the power company E1 as the contractee (i.e., any one of the plurality of EVSEs 40 included in the VGI system 1), and thereby can contribute to the adjustment of the power demand amount. Also, the user who has contributed to the adjustment of the power demand amount has the right to receive remuneration (consideration for the contribution) from the power company E1 based on the aforementioned contract with the power company E1.

[0058] Figure 3 is a diagram showing the configuration of the BEV 50. Referring to Figure 3The BEV 50 is provided with a motor generator (hereinafter referred to as "MG") 51, a power transmission gear 52, a drive shaft 53, a power control unit (hereinafter referred to as "PCU") 54, a high-voltage battery 110, a monitoring unit 120, a charge-discharge device 150, a connection port 160, a communication device 180, an electronic control unit (hereinafter referred to as "ECU") 200, a vehicle navigation system (hereinafter also referred to as "NAVI system") 300, an input device 310, and an informing device 320. The ECU 200 is configured to perform charge control and discharge control of the high-voltage battery 110.

[0059] The high-voltage battery 110 is configured to store electric power for running. The high-voltage battery 110 includes, for example, a secondary battery such as a lithium-ion battery or a nickel-hydrogen battery. The secondary battery can be a single cell or a battery pack. Alternatively, another power storage device such as an electric double layer capacitor can be used instead of the secondary battery.

[0060] The connection port 160 is configured to accept electric power supplied from the outside of the BEV 50. The connection port 160 is capable of connecting the connector 43 of the charging cable 42. The connection port 160 is provided with a locking device 162 capable of locking so that the connector 43 connected to the connection port 160 does not fall off. The locking device 162 includes a movable portion that locks the connector 43 by being inserted into the connector 43, and a detection portion that detects that the movable portion has moved to a position at which the connector 43 is locked. The movable portion of the locking device 162 is capable of operating using low voltage (for example, 12 V) electric power of the auxiliary battery 130. The detection portion of the locking device 162 sends a signal indicating that the movable portion has moved to the position at which the connector 43 is locked to the ECU 200 when it detects that the movable portion has moved to the position at which the connector 43 is locked.

[0061] When the BEV 50 is in an IG-ON (ignition on) state, electric power of the high-voltage battery 110 is subjected to voltage conversion and is charged to the auxiliary battery 130. However, when the BEV 50 is in an IG-OFF (ignition off) state, electric power of the high-voltage battery 110 is not charged to the auxiliary battery 130. The connector 43 is locked so as not to fall off by the movable portion of the locking device 162 being inserted into the connector 43. A cover 161 is provided on the outside of the connection port 160. The cover 161 is a door-shaped member capable of being opened and closed, and in a closed state, the connector 43 cannot be connected to the connection port 160, and in an open state, the connector 43 can be connected to the connection port 160.

[0062] The charge-discharge device 150 is located between the inlet 160 and the high-voltage battery 110. The charge-discharge device 150 includes a relay and a power conversion circuit (e.g., a bidirectional converter) (neither of which is shown) that switch connection / disconnection of the power path from the inlet 160 to the high-voltage battery 110. The relay and the power conversion circuit included in the charge-discharge device 150 are each controlled by the ECU 200.

[0063] The EVSE 40 outside the BEV 50 and the inlet 160 are connected via the charging cable 42, whereby power can be accepted between the EVSE 40 and the BEV 50. For example, the high-voltage battery 110 of the BEV 50 can be charged by accepting supply of power from the outside of the BEV 50 (hereinafter also referred to as "external charging"). For example, power for external charging is supplied from the EVSE 40 to the inlet 160 through the charging cable 42. The charge-discharge device 150 is configured to convert the power accepted by the inlet 160 into power suitable for charging of the high-voltage battery 110, and output the converted power to the high-voltage battery 110. In addition, the EVSE 40 and the inlet 160 are connected via the charging cable 42, whereby the EVSE 40 can be supplied with power from the BEV 50 through the charging cable 42 (furthermore, discharge of the high-voltage battery 110). Power for supply of power to the outside of the BEV 50 (hereinafter also referred to as "external supply of power") is supplied from the high-voltage battery 110 to the charge-discharge device 150. The charge-discharge device 150 is configured to convert the power supplied from the high-voltage battery 110 into power suitable for external supply of power, and output the converted power to the inlet 160. When either of external charging and external supply of power is performed, the relay of the charge-discharge device 150 is set to the closed state (connected state), and when neither of external charging and external supply of power is performed, the relay of the charge-discharge device 150 is set to the open state (disconnected state).

[0064] The charge-discharge device 150 and the inlet 160 can be a charge-discharge device and an inlet that support the AC method, or can be a charge-discharge device and an inlet that support the DC method. The BEV 50 can also be provided with a plurality of charge-discharge devices and inlets so as to be able to support a plurality of methods (e.g., both the AC method and the DC method).

[0065] Furthermore, the configuration of the charge-discharge device 150 is not limited to the above, and can be changed as appropriate. The charge-discharge device 150 may, for example, also include at least one of a rectification circuit, a power factor correction circuit, an insulation circuit (e.g., an isolation transformer), an inverter, and a filter circuit.

[0066] The MG 51 is, for example, a three-phase AC motor generator. The MG 51 is configured to be driven by the PCU 54 to generate a drive force for running of the BEV 50. The PCU 54 is configured to include, for example, a control device including a processor, an inverter, and a converter (none of which is shown in the figure). The control device of the PCU 54 is configured to receive an instruction (control signal) from the ECU 200 and control the inverter and the converter of the PCU 54 in accordance with the instruction. The PCU 54 also includes a system main relay (hereinafter referred to as "SMR") that is not shown in the figure. The SMR is configured to switch connection / disconnection of a power path from the high-voltage battery 110 to the PCU 54. The state (connection / disconnection) of the SMR is controlled by the ECU 200. The SMR is set to a closed state (connected state) when the vehicle is running.

[0067] The MG 51 is mechanically connected to the drive shaft 53 via a power transmission gear 52 that realizes the function of a reduction gear. Drive wheels (not shown in the figure) of the BEV 50 are attached to both ends of the drive shaft 53 and configured to rotate integrally with the drive shaft 53. The MG 51 is driven by electric power supplied from the high-voltage battery 110 via the inverter and the converter of the PCU 54 to become a traction state. The MG 51 in the traction state rotates the drive shaft 53 (and further the drive wheels of the BEV 50). In addition, the MG 51 is configured to generate regenerative electric power and supply the generated electric power to the high-voltage battery 110. The drive system of the BEV 50 is arbitrary and, for example, can be either front-wheel drive or four-wheel drive. In the case of the four-wheel drive, the MG 51 is connected to the drive shaft 53 via the power transmission gear 52 and the drive wheels of the BEV 50 are connected to the drive shaft 53. In the case of the front-wheel drive, the MG 51 is connected to the drive shaft 53 via the power transmission gear 52 and the drive wheels of the BEV 50 are connected to the drive shaft 53. Figure 3 A configuration in which only one MG is provided is shown in FIG. 1, but the number of MGs is not limited to this and a configuration in which a plurality of (for example, two) MGs are provided can be adopted.

[0068] The monitoring unit 120 includes various sensors that detect the state (for example, temperature, current, and voltage) of the high-voltage battery 110 and outputs the detection results to the ECU 200. The ECU 200 can acquire the state (for example, temperature, current, voltage, SOC (State Of Charge), and internal resistance) of the high-voltage battery 110 on the basis of the output of the monitoring unit 120 (that is, the detection values of the various sensors). The SOC indicates the remaining amount of charge and, for example, indicates the proportion of the current charge amount with respect to the charge amount in the full charge state as a percentage of 0 to 100.

[0069] The communication device 180 includes communication I / Fs (interfaces) for communicating with the server 30, the EVSE 40, and the portable terminal 80, respectively. The communication device 180 is registered with the server 30. In addition, the communication device 180 can also include communication I / Fs for communicating with the HEMS-GW 60 and the data center 70, respectively.

[0070] The ECU 200 is configured to include a processor 210, a RAM (Random Access Memory) 220, and a storage device 230. As the processor 210, a CPU (Central Processing Unit) can be used, for example. The RAM 220 functions as a work memory that temporarily stores data processed by the processor 210. The storage device 230 is configured to be capable of holding stored information. The storage device 230 includes a ROM (Read Only Memory) and a nonvolatile memory that can be rewritten, for example. In addition to programs, information used in the programs (for example, maps, formulas, and various parameters) is stored in the storage device 230. The ECU 200 is configured to communicate with devices outside the BEV 50, such as the server 30, the EVSE 40, and the portable terminal 80, via the communication device 180. Furthermore, the number of processors included in the ECU 200 is arbitrary, and the processors can be prepared for predetermined control.

[0071] The NAVI system 300 is configured to include a control device 301, a touch panel display (hereinafter also referred to as "TPD") 302, a GPS (Global Positioning System) module 303, a storage device 304, operation buttons 305, and a speaker 306. The control device 301 is configured to include a processor and a RAM (neither of which is illustrated). As the storage device 304, at least one of a hard disk drive and an SSD (Solid State Drive) can be used, for example. The storage device 304 stores map information and a route search program. In this embodiment, as the speaker 306, a smart speaker (that is, a speaker having an AI (Artificial Intelligence) assistant function that supports voice operation of a conversational type) is used. However, the present technology is not limited thereto, and a general speaker that does not accept voice input can be used instead of the smart speaker.

[0072] The TPD 302 accepts a touch input from a user, displays a map and other information. The speaker 306 accepts a voice input from a user, outputs sound (including voice). The operation buttons 305 also accept an input from a user. The TPD 302, the speaker 306, and the operation buttons 305 are each configured to function as an input device, and output a signal corresponding to an input from a user to the control device 301. In addition, the TPD 302 and the speaker 306 are each configured to function as an informing device, and perform informing to a user (for example, an occupant of the BEV 50).

[0073] The GPS module 303 is configured to receive a signal (hereinafter referred to as "GPS signal") from a GPS satellite (not shown). The control device 301 is configured to determine the position of the BEV 50 using the GPS signal. The control device 301 is configured to indicate the position of the BEV 50 on a map displayed on the TPD 302 in real time by controlling the TPD 302. The control device 301 is configured to perform a route search program to search for an optimal route (e.g., the shortest route) from the current position of the BEV 50 to a destination, and to indicate the optimal route found by the route search on the map displayed on the TPD 302. The user can set the destination to the control device 301 through the input device (i.e., the TPD 302, the speaker 306, and the operation buttons 305) described above.

[0074] In the BEV 50, an input device 310 is mounted separately from the input device of the NAVI system 300. The input device 310 is configured to accept an input from a user and output a signal corresponding to the input from the user to the ECU 200. The communication method between the ECU 200 and the input device 310 can be wired or wireless. As examples of the input device 310, various switches, various pointing devices, a keyboard, a smart speaker, and a touch panel can be given.

[0075] In the BEV 50, an informing device 320 is mounted separately from the informing device of the NAVI system 300. The informing device 320 is configured to perform a predetermined informing process on a user (e.g., an occupant of the BEV 50) when there is a request from the ECU 200. The informing device 320 can be any of a display device (e.g., a touch panel display), a speaker (e.g., a smart speaker), and a lamp (e.g., a MIL (malfunction indicator light)).

[0076] Figure 4 is a view that shows an input device and an informing device mounted in the vicinity of the driver's seat of the BEV 50. Referring to Figure 4 , the BEV 50 is provided with operation buttons 311, 312, a head-up display (hereinafter referred to as "HUD") 321, and an instrument panel 322. The operation buttons 311, 312 are included in the input device 310 described above Figure 3 . The operation button 311 is an operation button provided on the instrument panel of the BEV 50. The operation button 312 is an operation button provided on the steering wheel 502 of the BEV 50. The HUD 321 and the instrument panel 322 are each included in the informing device 320 described above Figure 3). The HUD 321 is a display provided to the front glass 501 of the BEV 50. The instrument panel 322 is located near the front glass 501 and is configured to display information of the BEV 50 (for example, the remaining amount of the battery (SOC), the traveling speed, the traveling distance, the average electric power efficiency, and the outside air temperature). In addition, the NAVI system 300 ( Figure 3 ) is provided with the TPD 302 and the operation button 305 on the instrument panel of the BEV 50B. The main body of the NAVI system 300 is arranged in the instrument panel.

[0077] Figure 5 is a diagram for explaining the BEV 50B connected to the public EVSE 40B. Referring to Figure 5 , the BEV 50B is electrically connected to the EVSE 40B via the charging cable 42 in a state where the BEV 50B is parked at a parking lot where the EVSE 40B is provided. The charging cable 42 is provided with the connector 43 at the front end. By connecting the connector 43 of the charging cable 42 connected to the EVSE 40B to the inlet 160 of the BEV 50B, communication between the BEV 50B and the EVSE 40B can be performed, and electric power can be supplied from the power supply 41 (that is, a power supply provided outside the BEV 50B) provided to the EVSE 40B to the BEV 50B (further, the high-voltage battery 110). The power supply 41 is connected to the power system PG provided by the electric power company E1 ( Figure 1 ) via the smart meter 13B. The power supply 41 is configured to supply electric power supplied from the power system PG to the BEV 50B via the charging cable 42. The amount of use of electric power in the EVSE 40B is measured by the smart meter 13B.

[0078] The communication device 180 mounted on the BEV 50B is configured to communicate with the EVSE 40B via the charging cable 42. In addition, the communication device 180 is configured to perform wireless communication with the server 30 via a mobile communication network, for example. Further, in this embodiment, the communication device 180 and the portable terminal 80 are configured to perform wireless communication with each other. The communication between the communication device 180 and the portable terminal 80 can be close-range communication (for example, direct communication in the range of inside and around the vehicle). In this embodiment, communication is not performed between the server 30 and the EVSE 40B, but the server 30 and the EVSE 40B can be configured to be able to communicate with each other. In addition, at least one of the communication device 180 and the portable terminal 80 can be configured to receive the amount of use of electric power in the EVSE 40B from the smart meter 13B. At least one of the notification device 320 and the portable terminal 80 can be configured to display at least one of the measured value of the smart meter 13B, the amount of DR allocated to the BEV 50B, and the achievement rate of the amount of DR during the charging period or the discharging period of the high-voltage battery 110.

[0079] In the VGI system 1 described above, when the connector 43 is locked by the locking device 162 of the inlet 160 of the BEV 50, the charge and discharge in accordance with the DR can be performed with the power system. However, when the connector 43 is not properly connected to the inlet 160 of the BEV 50, the connector 43 cannot be locked, and thus there is a problem that the charge and discharge cannot be performed. In addition, in a case where the power of the auxiliary battery 130 is used in order to cause the locking device 162 to operate, when the operation for locking is repeated a plurality of times, there is a concern that the power of the auxiliary battery 130 is depleted.

[0080] Thus, the instruction device (for example, the server 30 of the lower aggregator E3. In the absence of the lower aggregator E3, the server 20 of the upper aggregator E2, and in the absence of the lower aggregator E3 and the upper aggregator E2, the server 10 of the power company E1) transmits a locking instruction to the ECU 200 to lock by the locking device 162 before the exchange of power is about to start between the power system and the BEV 50. The ECU 200, when receiving the locking instruction, controls the locking device 162 so as to lock the connector 43, and when confirming that the connector 43 has been locked, transmits a completion signal to the instruction device. The instruction device, in a case where the completion signal is not received after the locking instruction is transmitted, transmits the locking instruction again, and in a case where the connector has not been confirmed to be locked after the retransmission of the locking instruction, stops the retransmission of the locking instruction.

[0081] Thus, the instruction device, in a case where the connector 43 has not been confirmed to be locked after the locking instruction is transmitted several times, stops the retransmission of the locking instruction. Therefore, it is possible to prevent the power of the auxiliary battery 130 from being consumed by the operation of the locking device 162. As a result, it is possible to prevent the power of the auxiliary battery 130 from being depleted.

[0082] Figure 6 is a diagram showing a flow of processing before the start of charge and discharge with the power system in this embodiment. The BEV 50 is provided with a detection circuit that detects the state in which the connector 43 of the EVSE 40 is connected to the inlet 160. Referring to Figure 6 On the BEV 50 side, first, the ECU 200 determines whether or not the BEV 50 is connected to the EVSE 40 on the basis of whether or not a signal indicating that the connector 43 is connected to the inlet 160 is received from the detection circuit (step S511).

[0083] In a case where it is determined that the BEV 50 is connected to the EVSE 40 (YES in step S511), the ECU 200 transmits agreement information for participating in the VPP (for example, information determined with the power company E1, the upper aggregator E2, or the lower aggregator E3 with respect to a participation date and time, a charge / discharge power, and the like) to the EVSE 40 (step S512).

[0084] The EVSE 40 determines whether the agreement information is received from the BEV 50 (step S411). The EVSE 40 stores the received agreement information in a case where it is determined that the agreement information is received (YES in step S411) (step S412).

[0085] In a case where it is determined that the agreement information is not received (NO in step S411) or after step S412, the EVSE 40 determines whether the current time is before a predetermined time (for example, 5 minutes, 1 minute, or the like) of the agreement time of the charge / discharge in the VPP indicated by the participation date and time of the agreement information (step S421).

[0086] In a case where it is determined that the current time is before the predetermined time of the agreement time (YES in step S421), the EVSE 40 transmits a lock action request for causing the execution of the action of locking the connector 43 by the locking device 162 to the BEV 50 (step S422).

[0087] On the BEV 50 side, the ECU 200 determines whether the lock action request is received from the EVSE 40 (step S521). In a case where it is determined that the lock action request is received (YES in step S521), the ECU 200 controls the locking device 162 so as to execute the action of locking the connector 43 (step S522).

[0088] In a case where it is determined that the lock action request is not received (NO in step S521) or after step S522, the ECU 200 determines whether the completion of the locking is detected by receiving a signal indicating that the lock action has been completed from the detection portion of the locking device 162 (step S523).

[0089] In a case where it is determined that the completion of the locking is detected (YES in step S523), the ECU 200 transmits a completion notification indicating that the lock action has been completed to the EVSE 40 (step S524). Then, the ECU 200 controls the charge / discharge device 150 or the like in coordination with the EVSE 40 so as to start the charge / discharge in the VPP (step S525).

[0090] In a case where it is determined that the current time is not the predetermined time of the appointment time (NO in step S421) or after step S422, the EVSE 40 determines whether or not a completion notification is received from the BEV 50 (step S423).

[0091] In a case where it is determined that the completion notification is not received (NO in step S423), the EVSE 40 determines whether or not the transmission of the lock action request has reached a predetermined number of times (step S424). In a case where it is determined that the transmission of the lock action request has not reached the predetermined number of times (NO in step S424), the EVSE 40 returns the processing performed to the processing of step S422 and transmits the lock action request again.

[0092] In a case where it is determined that the completion notification is received (YES in step S423), the EVSE 40 controls the power supply 41 and the like in coordination with the BEV 50 to cause the charging and discharging in the VPP to start (step S427).

[0093] In a case where it is determined that the transmission of the lock action request has reached the predetermined number of times (YES in step S424), the EVSE 40 transmits a lock action stop request for stopping the action of locking the connector 43 by the lock device 162 to the BEV 50 (step S425). Then, the EVSE 40 transmits that the charging and discharging to be achieved by the BEV 50 in the VPP cannot be performed to the server 30 of the lower-level aggregator E3 (step S426).

[0094] On the BEV 50 side, the ECU 200 determines whether or not the lock action stop request is received from the EVSE 40 (step S526). In a case where it is determined that the lock action stop request is received (YES in step S526), the ECU 200 controls the lock device 162 to stop the lock action (step S527).

[0095] Also, the ECU 200 controls the TPD 302 or the speaker 306 to notify the user of the failure of the lock device 162 (step S528). In addition, the ECU 200 transmits that the charging and discharging to be achieved by the BEV 50 in the VPP cannot be performed to the server 30 of the lower-level aggregator E3 (step S529).

[0096] [Modified Example]

[0097] (1) In the foregoing embodiment, the electric power company E1 is assumed to be the trading partner of electric power. However, it is not limited thereto, and the trading partner of electric power can not be a power generator like the electric power company E1, but can be another business operator, for example, can be a general power transmission and distribution business operator, can be a retail electric power business operator, or can be an electric power customer like the general business operator.

[0098] (2) In the aforementioned alternative embodiment, the electric vehicle is set to BEV. However, it is not limited to this. As long as the electric vehicle has an energy storage device and can be externally charged and discharged, it can be, for example, a PHEV or a plug-in fuel cell vehicle (FCEV).

[0099] (3) In the aforementioned embodiments, it is set up as follows: Figure 6 As shown, information for charging and discharging in the VPP is transmitted and received between BEV50 and EVSE40. However, it is not limited to this; the information can also be transmitted and received between BEV50 and any one of servers 10, 20, and 30.

[0100] (4) In the foregoing embodiments, it is set up as follows: Figure 6 As shown in step S424, the command device sends a locking action stop request when the locking action request has been sent a predetermined number of times but no completion notification has been received. However, this is not limited to this; the command device may send a locking action stop request when it is unable to confirm that the connector 43 has been locked after the locking action request has been sent again. For example, the command device may send a locking action stop request when a predetermined period has elapsed since the initial sending of the locking command but no completion notification has been received. Alternatively, the BEV50 may be configured to detect the inability to lock via the locking device 162, and the command device may send a locking action stop request when it receives an error message from the BEV50 indicating that locking is impossible.

[0101] (5) In the aforementioned embodiments, the EVSE40 may also acquire the SOC detected by the monitoring unit 120 of the high-voltage battery 110 of the BEV50, and use the acquired SOC to determine the reference (e.g., the predetermined number of times or predetermined period shown in (4) above) that the command device determines is in a state where it cannot confirm that the connector 43 is locked. For example, it may also be configured such that when the SOC is lower than a predetermined value (e.g., 50%, 20%, 10%), the predetermined number of times is less than the predetermined number of times when the SOC is higher than the predetermined value (e.g., 100 times in the case of high SOC and 10 times in the case of low SOC), or the predetermined period is shorter than the predetermined period when the SOC is higher than the predetermined value (e.g., 10 minutes in the case of high SOC and 1 minute in the case of low SOC).

[0102] (6) In the aforementioned embodiments, it can also be configured to be from in Figure 6In the period from when the lock operation request is transmitted in step S422 to when the completion notification is received in step S423, if the EVSE 40 confirms that the connector 43 has been pulled out of the inlet 160 by acquiring the position information of the GPS module 303 of the BEV 50, that the BEV 50 has temporarily moved away from the vicinity of the EVSE 40 (for example, a range in which the charging cable 42 can reach or a range of a predetermined radius of, for example, several meters), and that the BEV 50 has returned again, the transmission of the lock operation request is started again.

[0103] (7) The foregoing embodiment can be considered as a disclosure of a power management system like the VGI system 1, a disclosure of a power management method in the power management system, a disclosure of the server 10, 20, 30, the EVSE 40, or the BEV 50, and a disclosure of a power management method or a power management program executed in the server 10, 20, 30, the EVSE 40, or the BEV 50.

[0104] [SUMMARY]

[0105] (1) As shown by Figure 1 and Figure 2 , the VGI system 1 is a system that exchanges electric power between a power system that is a transaction object of electric power and the BEV 50. As shown by Figure 1 and Figure 2 , the VGI system 1 includes the BEV 50, the EVSE 40, and an instruction device (for example, the EVSE 40. It can also be the server 10, 20, 30.), the EVSE 40 includes the charging cable 42 through which electric power exchanged with the BEV 50 passes and the connector 43 that connects the charging cable 42 to the BEV 50, and the instruction device transmits an instruction to the BEV 50. As shown by Figure 3 , the BEV 50 includes the inlet 160 to which the connector 43 can be electrically connected, the lock device 162 that performs locking so that the connector 43 connected to the inlet 160 does not fall off, the auxiliary battery 130 that supplies electric power for the operation of the lock device 162, and the ECU 200 that controls the lock device 162 in accordance with an instruction from the instruction device. As shown by Figure 6 , the instruction device transmits a lock instruction (for example, step S422) to the ECU 200 before the exchange of electric power between the power system and the BEV 50 is about to start, the lock instruction being an instruction to perform locking by the lock device 162 so that the connector 43 does not fall off from the inlet 160. As shown by Figure 6 , the ECU 200 controls the lock device 162 so that the connector 43 is locked (for example, step S522) when the lock instruction is received, and transmits a completion signal to the instruction device (for example, step S524) when it is confirmed that the connector 43 has been locked. As shown by Figure 6As shown, the instruction device, in a case where the lock instruction is not received after the lock instruction is transmitted (step S422), stops the retransmission of the lock instruction in a case where it is not possible to confirm that the connector 43 has been locked after the retransmission of the lock instruction (step S425).

[0106] Thus, the instruction device, in a case where it is not possible to confirm that the connector 43 has been locked after the lock instruction is transmitted several times, stops the retransmission of the lock instruction. Therefore, it is possible to stop the consumption of the electric power of the auxiliary battery 130 due to the operation of the locking device 162. As a result, it is possible to prevent the depletion of the electric power of the auxiliary battery 130.

[0107] (2) As shown by Figure 3 The BEV 50 further includes a GPS module 303 that acquires position information of the BEV 50. As shown in the modification, the ECU 200 can transmit the position information acquired by the GPS module 303 to the instruction device, and the instruction device can retransmit the lock instruction in a case where it is confirmed from the position information received from the ECU 200 that the BEV 50 has temporarily left the vicinity of the EVSE 40 and has returned again.

[0108] Thus, it is possible to increase the likelihood that the connector 43 that has not been locked is locked when the connector 43 is connected to the connection port 160 again in a case where the BEV 50 has temporarily left the vicinity of the EVSE 40.

[0109] (3) As shown by Figure 3 The BEV 50 further includes a monitoring unit 120 that determines the SOC of the auxiliary battery 130. As shown in the modification, the ECU 200 can transmit the SOC determined by the monitoring unit 120 to the instruction device, and the instruction device can determine the criterion for determining that it is not possible to confirm that the connector 43 has been locked using the received SOC.

[0110] Thus, the instruction device can determine the criterion for determining that it is not possible to confirm that the connector 43 has been locked in accordance with the SOC of the auxiliary battery 130. Therefore, it is possible to determine the criterion such that the electric power of the auxiliary battery 130 is not depleted in accordance with the SOC of the auxiliary battery 130. As a result, it is possible to further prevent the depletion of the electric power of the auxiliary battery 130.

[0111] (4) As shown by Figure 6 As shown, the ECU 200 or the instruction device can notify the transaction object that the exchange of electric power cannot be started in a case where it is not possible to confirm that the connector 43 has been locked (step S426, step S529).

[0112] Thus, the transaction partner of the electric power can grasp that the BEV 50 is in a state where the exchange of the electric power cannot be started.

[0113] It should be considered that the embodiments disclosed herein are illustrative in all aspects and are not restrictive. The scope of the present disclosure is not represented by the description of the above-described embodiments, but is represented by the claims, and is intended to include all modifications within the meaning and the scope equivalent to the claims.

Claims

1. A power management system, characterized by, Possessing: a vehicle; a charge / discharge device including a cable through which electric power exchanged between an electric power supply / demand system of a trading party of electric power and the vehicle passes, and a connector for connecting the cable to the vehicle; and an instruction device that sends an instruction to the vehicle, the vehicle including: a port that can electrically connect the connector; a locking device that locks so that the connector connected to the port does not fall off; a power storage device that supplies electric power for the locking device to act; a control device that controls the locking device in accordance with the instruction from the instruction device; and a monitoring device that determines an SOC of the power storage device, the instruction device sending a locking instruction to the control device before the exchange of electric power between the electric power supply / demand system and the vehicle is about to start, the locking instruction being an instruction that indicates locking by the locking device so that the connector does not fall off from the port, the control device controlling the locking device so that the connector is locked when the locking instruction is received, and sending a completion signal to the instruction device when it is confirmed that the connector has been locked, the instruction device, in a case where the completion signal is not received after the locking instruction is sent, sending the locking instruction again, in a case where the locking instruction is sent again, stopping the sending of the locking instruction again in a situation where it cannot be confirmed that the connector has been locked, the control device sending the SOC determined by the monitoring device to the instruction device, the instruction device determining a criterion judged to be in a situation where it cannot be confirmed that the connector has been locked using the received SOC, the instruction device making the number of times that the instruction device requires the sending of the locking instruction again in a situation where it cannot be confirmed that the connector has been locked smaller in a case where the SOC is lower than a predetermined value than in a case where the SOC is the predetermined value or more.

2. The electric power management system according to claim 1, wherein the vehicle further possesses a position acquisition device that acquires position information of the vehicle, the control device sends the position information acquired by the position acquisition device to the instruction device, the instruction device sends the locking instruction again in a case where it is confirmed from the position information received from the control device that the vehicle has temporarily left the vicinity of the charge / discharge device and has come back again.

3. The electric power management system according to claim 1, wherein the instruction device judges to be in a situation where it cannot be confirmed that the connector has been locked in a case where a predetermined period has elapsed from the initial sending of the locking instruction but the completion signal has not been received, the instruction device makes the predetermined period short in a case where the SOC is lower than a predetermined value than in a case where the SOC is the predetermined value or more.

4. The electric power management system according to claim 1, wherein ​ The control device or the instruction device notifies the transaction party that the exchange of electric power cannot be started in a state where it is not possible to confirm that the connector has been locked.

5. A power management method in a power management system that exchanges electric power between a power supply / demand system of a transaction party of electric power and a vehicle, The power management system includes: the vehicle; a charge / discharge device that includes a cable through which electric power exchanged with the vehicle passes and a connector that connects the cable to the vehicle; and an instruction device that transmits an instruction to the vehicle, The vehicle includes: a connection port that can electrically connect the connector; a locking device that locks so that the connector connected to the connection port does not fall off; a power storage device that supplies electric power for the locking device to operate; a control device that controls the locking device in accordance with the instruction from the instruction device; and a monitoring device that determines the SOC of the power storage device, The power management method is characterized by including: the instruction device transmits a locking instruction to the control device before the exchange of electric power between the power supply / demand system and the vehicle is about to start, the locking instruction being an instruction that instructs locking by the locking device so that the connector does not fall off from the connection port; the control device controls the locking device so that the connector is locked when the locking instruction is received, and transmits a completion signal to the instruction device when it is confirmed that the connector has been locked; the instruction device retransmits the locking instruction in a case where the completion signal is not received after the locking instruction is transmitted; the instruction device stops the retransmission of the locking instruction in a case where it is not possible to confirm that the connector has been locked after the retransmission of the locking instruction; the control device transmits the SOC determined by the monitoring device to the instruction device; the instruction device determines a criterion that judges that it is in a state where it is not possible to confirm that the connector has been locked using the received SOC; and the instruction device makes the number of times that the instruction device requires the retransmission of the locking instruction when it is in a state where it is not possible to confirm that the connector has been locked smaller in a case where the SOC is lower than a predetermined value than in a case where the SOC is equal to or higher than the predetermined value. ​

Images