Electric vehicle

Abstract

An electric vehicle includes a connector, a battery, a charging relay, and an ECU. The connector is formed so as to be connectable to an external power plug. The charging relay is disposed between the connector and the battery. The ECU controls at least one of charging and discharging of the battery. When intelligent charging is set for the electric vehicle, after the power plug is connected to the connector, the charging relay is maintained to be disconnected for a certain period of time.

Description

Technical Field

[0001] The present disclosure relates to electric vehicles. Background Art

[0002] The vehicle described in Japanese Patent Application Laid-Open No. 2021-027721 is equipped with a secondary battery, which is configured to be capable of charging and discharging the secondary battery in accordance with a power supply and demand adjustment request. In addition, the vehicle management device of the vehicle records the number of opening and closing actions of the vehicle's charging relay, and prohibits the vehicle from participating in the power supply and demand adjustment request when the opening and closing actions of the charging relay exceed a threshold. Summary of the invention

[0003] In recent years, research has been conducted on applying secondary batteries mounted on vehicles to VPP (Virtual Power Plant) etc. VPP is a system for, for example, load balancing of the power system or supplying power to the power system when the power in the power system is insufficient.

[0004] The VPP includes a vehicle including a secondary battery and a server communicating with the vehicle. The server formulates a charge and discharge plan for charging and discharging the secondary battery of the vehicle based on the state of the power system, and sends the charge and discharge plan to the vehicle. The vehicle supplies power to the power system or receives power from the power system based on the charge and discharge plan received from the server.

[0005] On the other hand, a vehicle that can be charged or discharged from the outside generally includes an inlet to which an external power plug is connected, and the vehicle generally starts charging or discharging when the power plug is connected.

[0006] Therefore, after the power plug is connected, if the vehicle receives the charge and discharge schedule, the charging relay is temporarily turned on when the power plug is connected. Thereafter, when the vehicle receives the charge and discharge schedule, the charging relay is turned off according to the contents of the charge and discharge schedule. Then, based on the charge and discharge schedule, when charging starts, the charging relay is turned on again.

[0007] As described above, in conventional vehicles, when VPP is implemented, there is a problem that the number of times the charging relay is turned on and off may increase.

[0008] The above-mentioned problems are not limited to the case of implementing VPP. For example, after the power connector is connected, the vehicle receives a charging and discharging plan related to timed charging or V2H sent from a server and charges the vehicle based on the plan. Similar problems occur.

[0009] The present disclosure is made to solve the above-mentioned problems and aims to provide a vehicle capable of at least one of charging and discharging, in which the number of times of turning on and off of a charging relay is suppressed from increasing when charging or discharging is performed based on various information received from the outside.

[0010] The electric vehicle disclosed herein comprises: a connector connected to an external power plug; a secondary battery; a charging relay disposed between the connector and the secondary battery; and a control device that controls at least one of charging and discharging of the secondary battery, wherein, when smart charging of the electric vehicle is set, the charging relay is disconnected for a certain period of time after the power plug is connected to the connector.

[0011] The control device is configured to be able to communicate with a server, and the server is capable of communicating with a user terminal used by a user of the electric vehicle. The smart charging setting is set based on input information from the user terminal, and the control device receives a charging and discharging plan set by the server based on the input information.

[0012] The control device is formed to be able to communicate with a server, the server sets a charge and discharge plan of the electric vehicle according to a power supply and demand adjustment request for adjusting power supply and demand in a power system, and the control device receives the charge and discharge plan from the server.

[0013] If the charging and discharging schedule is not received after the predetermined period of time has elapsed, the charging relay is turned on.

[0014] The certain period is not less than 2 seconds and not more than 15 minutes.

[0015] According to the electric vehicle of the present disclosure, in a vehicle capable of at least one of charging and discharging, when charging or discharging is performed based on various information received from the outside, the number of times the charging relay is turned on and off is suppressed from increasing. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] Features, advantages, and technical and industrial significance of exemplary embodiments of the present invention will be described below with reference to the accompanying drawings, in which like reference numerals represent like elements, and in which:

[0017] Figure 1 It is a diagram showing the configuration of a charge and discharge control system 1 according to the present embodiment.

[0018] Figure 2 1 is a diagram showing a configuration of an electric vehicle 10 according to the present embodiment.

[0019] Figure 3The diagram shows a control flow executed by the electric vehicle 10 , the system management server 100 , the house 200 , the mobile terminal 300 , and the server 400 .

[0020] Figure 4 The diagram shows a control flow executed by the electric vehicle 10 , the system management server 100 , the house 200 , the mobile terminal 300 , and the server 400 .

[0021] Figure 5 1 is a diagram showing an example of a charge and discharge plan created by the server 400 according to the settings input in advance by the user. DETAILED DESCRIPTION

[0022] Hereinafter, embodiments of the present disclosure will be described in detail with reference to the accompanying drawings. In the drawings, the same or corresponding parts are denoted by the same reference numerals, and their description will not be repeated.

[0023] Structure of the charging and discharging system

[0024] Figure 1 1 is a diagram showing the configuration of a charge and discharge control system 1 according to the present embodiment. The charge and discharge control system 1 includes an electric vehicle 10, an EVSE (Electric Vehicle Supply Equipment) 20, a power system PG, a system management server 100, a house 200, a portable terminal 300, and a server 400. The electric vehicle 10, the system management server 100, the house 200, the portable terminal 300, and the server 400 are configured to be able to communicate with each other via a network.

[0025] The electric vehicle 10 charges and discharges electric power via the EVSE 20 installed in the house 200. The electric vehicle 10 includes, for example, a PHEV (Plug-in Hybrid Electric Vehicle), a BEV (Battery Electric Vehicle), and a FCEV (Fuel Cell Electric Vehicle). In addition, the electric vehicle 10 may be configured to be capable of only one of external power supply and external charging.

[0026] EVSE20 is a device installed in the house 200. EVSE20 is configured to charge the battery 11 of the electric vehicle 10 using power supplied from an external power source (power system PG, power generation equipment in the house 200). In addition, EVSE20 is configured to discharge (supply) power from the battery 11 of the electric vehicle 10 to the house 200 and the power system PG. EVSE20 includes, for example, an inverter and a converter, and is configured to be able to perform power conversion between direct current (battery 11) and alternating current (indoor power line). EVSE20 is controlled by a HEMS controller 204 installed in the house 200.

[0027] The power system PG is a power grid constructed by power plants and power transmission and distribution facilities (not shown). The power system PG is connected to the house 200 via a pole transformer for stepping down the voltage of the power supplied from the power system PG.

[0028] The house 200 includes a smart meter 201 , a HEMS-compatible switchboard 202 , a power load device 203 , a HEMS controller 204 , a PCS (Power Conditioner System) 205 , a solar power generation device 206 , and an EVSE 20 .

[0029] The smart meter 201 has the function of measuring the amount of electric power entering and leaving the house 200, and is located between the connected pole transformer and the HEMS corresponding switchboard 202. The HEMS corresponding switchboard 202 is connected to the power load device 203, the HEMS controller 204 and the EVSE 20. The HEMS corresponding switchboard 202 is formed to distribute the power supplied from the power system PG to each connected device, and can measure the power consumption of each circuit. The power load device 203 refers to various electrical devices such as heat pump water heaters, refrigerators, and cooling and heating devices.

[0030] The HEMS controller 204 is formed to be able to communicate with the HEMS corresponding switchboard 202, the power load device 203, the solar power generation device 206, and the EVSE 20. The HEMS controller 204 obtains the residential power information and controls the operation of each device in the house 200. The residential power information includes information on each device connected to the HEMS corresponding switchboard 202 (power consumption of the power load device 203, power generation of the solar power generation device 206) and the electricity rate of the power supplied from the power system PG.

[0031] PCS 205 converts the current supplied from the solar power generation equipment 206 from DC to AC and supplies it to the HEMS corresponding switchboard 202. In addition, PCS 205 adjusts the voltage and frequency of the DC current supplied from the solar power generation equipment 206 and supplies it to EVSE 20. Alternatively, PCS 205 converts the current from the solar power generation equipment 206 and the electric vehicle 10 from DC to AC and supplies it to the power system.

[0032] The system management server 100 manages the supply and demand of electric power in the electric power system PG managed by the system management server 100. The system management server 100 is, for example, a server managed by an electric power company (general power transmission and distribution company, etc.).

[0033] The server 400 is a server managed by an integrator, which is an electric power operator that provides energy management services by integrating a plurality of electric power regulation resources such as regions and predetermined facilities.

[0034] Smart charging function

[0035] The user performs settings related to the smart charging of the electric vehicle 10 by operating the portable terminal 300. The portable terminal 300 is an example of a “user terminal” in the present disclosure.

[0036] Here, smart charging refers to a charging method corresponding to at least one of energy-saving charging, VPP, and V2H systems. Energy-saving charging is a charging method that includes a timed charging function and various charging setting functions. The timed charging function refers to a function that enables the user to set the scheduled departure time of the electric vehicle 10 and the target SOC of the battery 11 at the scheduled departure time. In addition, the various charging setting functions include: a setting for charging the battery 11 in a manner that makes electricity cheap; and a setting for charging using electricity generated by a power generation method with low CO2 emissions. Specifically, the power generation method with low CO2 emissions is solar power generation, hydroelectric power generation, etc.

[0037] VPP is intended to level the load of the power system and adjust the power supply and demand balance of the power system, and for example, controls the charge and discharge of the batteries 11 of a plurality of electric vehicles 10 connected to the power system.

[0038] The following describes the details of the VPP system. The system management server 100 requests (first request) the server 400 for power supply and demand adjustment of the power system PG based on the power consumption in the power system PG managed by the system management server 100 and the power generated by each power adjustment resource. In addition, the first request includes information indicating the execution time (time period) of charging and discharging requested to the server 400 and information indicating the charging amount (charging power) and the discharging amount (discharging power).

[0039] Based on the first request, the server 400 requests (second request) power supply and demand adjustment for each power resource (including the electric vehicle 10) under the jurisdiction of the server 400. In addition, the second request includes information indicating the execution time (time period) of charging and discharging, and information indicating the charge amount (charging power) and the discharge amount (discharging power). Each power resource replies to the server 400 whether it can respond to the second request. The server 400 plans the charging and discharging to be implemented by each power resource based on the response from each power resource. In addition, in general, the user obtains compensation from the operating company of the server 400 by implementing the scheduled charging and discharging by the electric vehicle 10 during the execution time included in the second request.

[0040] The V2H (Vehicle to Home) system is a system that makes the power control in the HEMS more efficient by effectively utilizing the battery 11 mounted on the electric vehicle 10 .

[0041] The HEMS controller 204 controls the charging and discharging of the battery 11 by treating the electric vehicle 10 connected to the EVSE 20 as a power resource based on the residential power information. Specifically, the HEMS controller 204 discharges the battery 11 during the time period when the power usage reaches the peak, and stores the power generated by the solar power generation equipment 206 in the battery 11 and discharges it at night. In this way, the amount of power supplied from the power system PG can be suppressed.

[0042] The settings related to smart charging made by the user are settings regarding the scheduled vehicle departure time of the electric vehicle 10, the target SOC at the scheduled vehicle departure time, whether to apply various charging setting functions, and whether to apply the electric vehicle 10 to VPP and V2H during charging.

[0043] The settings related to smart charging set by the mobile terminal 300 are transmitted to the server 400. The server 400 creates a charging and discharging plan based on the input information related to the smart charging settings from the mobile terminal 300 using the information transmitted from the electric vehicle 10, the system management server 100, and the house 200.

[0044] For example, when the user sets electric vehicle 10 to use VPP during charging, server 400 creates a charging and discharging plan so as to meet the first request from system management server 100 within the range where the target SOC at the scheduled vehicle departure time of electric vehicle 10 can be achieved.

[0045] In addition, for example, when the user sets the electric vehicle 10 to be used in the V2H system during the charging period, the server 400 creates a charging and discharging plan based on information from the residence 200, such as supplying power from the battery 11 to the power load device 203 within a range that can achieve the target SOC at the scheduled time of vehicle departure of the electric vehicle 10.

[0046] The charging and discharging plan includes, for example, at least one of information indicating the charging start time, information indicating the charging end time, information indicating the amount of power charged or discharged in each time period, and information indicating the target SOC when charging ends. Then, the server 400 sends the generated charging and discharging plan to the electric vehicle 10.

[0047] Electric vehicle structure

[0048] Figure 2 1 is a diagram showing a configuration of an electric vehicle 10 according to the present embodiment.

[0049] The electric vehicle 10 includes a battery 11 , a connector 12 , a charger and discharger 13 , an ECU (Electronic Control Unit) 14 , a communication device 15 , a charging relay 16 , a SMR (System Main Relay) 17 , and a power output device 18 .

[0050] The battery 11 is provided in the electric vehicle 10 and can be charged with the electric power supplied from the EVSE 20 . The battery 11 can also discharge the electric power of the battery 11 to the EVSE 20 .

[0051] The electric vehicle 10 has a plurality of sensors for detecting various physical quantities required for controlling the electric vehicle 10, such as a monitoring sensor for detecting the state (voltage, current, temperature, etc.) of the battery 11. Each of these sensors outputs the detection result to the ECU 14. The battery 11 is an example of a "secondary battery" in the present disclosure.

[0052] The connector 12 is formed so as to be electrically connectable to the power plug 21 of the EVSE 20. A cover is provided on the outer surface of the electric vehicle 10, and the connector 12 is exposed to the outside by opening the cover.

[0053] The charger and discharger 13 and the charging relay 16 are provided between the connector 12 and the battery 11. The charger and discharger 13 is provided between the charging relay 16 and the connector 12.

[0054] The charger and discharger 13 is a device controlled by a control signal from the ECU 14. The charger and discharger 13 converts the electric power discharged from the battery 11 into electric power that can be received by the EVSE 20, and transmits the electric power to the EVSE 20. The charger and discharger 13 includes, for example, a bidirectional AC / DC converter.

[0055] The SMR 17 is provided between the wiring connecting the charging relay 16 and the battery 11 and the power output device 18. The ECU 14 and the communication device 15 are also provided in the electric vehicle 10.

[0056] ECU14 has a processor and a memory (not shown). The processor controls each device of the electric vehicle 10 based on information recorded in the memory and information obtained through the communication device 15. ECU14 uses the communication device 15 to communicate with EVSE20 and the server 400 wirelessly or by wire. In addition, ECU14 is an example of a "control device" disclosed in the present invention.

[0057] The communication device 15 is an interface for communicating with devices outside the vehicle (such as the system management server 100, the HEMS controller 204, the portable terminal 300, and the server 400) via a network. The communication device 15 sends information transmitted from the ECU 14 to the device outside the vehicle, or transmits information received from the device outside the vehicle to the ECU 14.

[0058] The EVSE 20 includes a power plug 21 . The power plug 21 is formed to be connectable to the connector 12 .

[0059] In the electric vehicle 10 configured as described above, for example, when charging the battery 11 , the driving of the power output device 18 is stopped and the SMR 17 is turned off.

[0060] The connector 12 is connected to the power plug 21. When the ECU 14 detects that the power plug 21 is connected to the connector 12, it turns on the charging relay 16 to drive the charger and discharger 13. As a result, the power from the power plug 21 is converted by the charger and discharger 13 and supplied to the battery 11. When charging is completed, the ECU 14 stops driving the charger and discharger 13 and turns off the charging relay 16.

[0061] When the power of the battery 11 is supplied to the EVSE 20 , the ECU 14 turns on the charging relay 16 while the drive of the power output device 18 is stopped and the SMR 17 is turned off. The ECU 14 drives the charger and discharger 13 to supply the power from the battery 11 to the EVSE 20 through the connector 12 .

[0062] Electric vehicle 10 charging control process

[0063] Next, refer to Figure 3 , Figure 4 , a control flow executed by the electric vehicle 10, the system management server 100, the house 200, the mobile terminal 300, and the server 400 will be described.

[0064] exist Figure 3 In S10 shown, the user inputs smart charging settings using the portable terminal 300. In S11, the portable terminal 300 transmits the information of the smart charging settings input in S10 to the server 400.

[0065] In S12, server 400 transmits information indicating that the smart charging setting has been performed to electric vehicle 10. Electric vehicle 10 stores the fact that the smart charging setting has been performed in the memory of ECU 14.

[0066] In S13, the system management server 100 sends a first request to the server 400. In S14, when the integrator managing the server 400 determines that the first request sent from the system management server 100 is a response, the server 400 sends a first response to the system management server 100. The first response is a signal indicating that it corresponds to the first request.

[0067] In S15, the house 200 transmits the house power information. The house power information includes information of each device connected to the HEMS corresponding switchboard 202 (power consumption of the power load device 203, power generation of the solar power generation device 206), and the electricity fee of the power supplied from the power system PG. In addition, the house power information is transmitted regularly until S35 described later.

[0068] exist Figure 4 In S30 shown, the power plug 21 of the EVSE 20 is connected to the connector 12 of the electric vehicle 10 .

[0069] In S31, the electric vehicle 10 confirms whether a signal indicating that a smart charging setting exists is received from the server 400. When the ECU 14 determines that the setting for smart charging has not been performed (No in S31), the processing of the ECU 14 enters S32. In S32, the ECU 14 switches the charging relay 16 from off to on, drives the charger and discharger 13, and charges the battery 11 with the power supplied from the EVSE 20. And, for example, when the battery 11 is fully charged, the process ends. On the other hand, when the ECU 14 determines that the setting for smart charging has been performed (Yes in S31), the processing of the ECU 14 enters S33.

[0070] In S33, the electric vehicle 10 sends a vehicle status notification to the server 400. The vehicle status notification includes at least one of information indicating that the power plug 21 is connected to the connector 12, information indicating the SOC of the battery 11, and information related to the EVSE 20 connected to the electric vehicle 10. In addition, the information related to the EVSE 20 includes information indicating the upper limit power of the charge corresponding to the EVSE 20 and information related to the house 200 connected to the EVSE 20. In addition, the electric vehicle 10 can obtain information related to the EVSE 20 through the communication line provided in the charging cable.

[0071] In S34, the server 400 confirms whether the vehicle status notification is received from the electric vehicle 10. If the server 400 determines that the vehicle status notification is not received (No in S34), the server 400 processes S34 again. If the server 400 determines that the vehicle status notification is received (Yes in S34), the server 400 proceeds to S35.

[0072] In S35, the server 400 creates a charging and discharging plan based on the information obtained from the system management server 100, the house 200, the portable terminal 300, and the electric vehicle 10. Specifically, the obtained information includes at least one of the settings related to smart charging input by the user to the portable terminal 300, the second requested information, and the house power information of the house 200 to which the EVSE 20 belongs.

[0073] In S36, the server 400 sends the charge and discharge plan to the electric vehicle 10. In S37, the ECU 14 confirms whether the charge and discharge plan has been received. When the ECU 14 determines that the charge and discharge plan has been received (Yes in S37), the processing of the ECU 14 enters S39. When the ECU 14 determines that the charge and discharge plan has not been received (No in S37), the processing of the ECU 14 enters S38.

[0074] In S38 , the ECU 14 checks whether a certain period FP has passed since the insertion in S30 . If the ECU 14 determines that the certain period FP has passed (Yes in S38 ), the processing of the ECU 14 proceeds to S32 . In S32 , the ECU 14 drives the charger / discharger 13 to charge the battery 11 with the power supplied from the EVSE 20 .

[0075] When the ECU 14 determines that the fixed period FP has not elapsed (NO in S38 ), the ECU 14 executes S37 again.

[0076] Here, the certain period FP is, for example, about 2 seconds to 15 minutes, and is a period calculated from the connection of the power plug 21 to the connector 12. Setting a limit between the connection of the power plug 21 to the connector 12 and the reception of the charge and discharge plan from the server 400 is meaningful in terms of suppressing the number of operations of the charging relay 16 and ensuring the SOC of the electric vehicle 10.

[0077] In addition, the time required for server 400 to create a charge and discharge plan is more than 2 seconds when creating a charge and discharge plan based only on the timer charging function. When creating a charge and discharge plan based on the energy-saving charging setting, the residential power information, and the second request, the time required for server 400 to create a charge and discharge plan is less than 15 minutes.

[0078] In S39, the electric vehicle 10 starts intelligent charging based on the charging and discharging plan. Specifically, the ECU 14 receives the charging and discharging plan from the server 400 through the communication device 15, and sends a control instruction to turn the charging relay 16 on / off according to the charging and discharging plan. The charging relay 16 receives the control instruction from the ECU 14 and performs the on / off action based on the control signal. After the intelligent charging is completed, the electric vehicle 10 turns off the charging relay 16, and this process ends.

[0079] An example of a charging and discharging plan

[0080] Figure 5 4 is a diagram showing an example of a charging and discharging plan created by the server 400 according to the settings input in advance by the user. Figure 5 The charging and discharging plan shown is also prepared in consideration of various user-set information.

[0081] exist Figure 5 In the charging and discharging plan shown, the information set by the user includes the scheduled time of vehicle departure and the target SOC at the scheduled time of vehicle departure. Figure 5 In the example shown, the information set by the user includes a setting for applying the battery 11 of the electric vehicle 10 to VPP and V2H during charging and a setting related to the electricity fee. In addition, the setting related to the electricity fee is, for example, a setting that the electricity fee is less than a specified fee during the period from when the power plug 21 is connected to the connector 12 to the scheduled time of vehicle departure.

[0082] exist Figure 5 In the example shown, the scheduled vehicle departure time is time t16, and the target SOC is indicated by a dotted line L2. Then, the battery 11 is planned to be charged and discharged so that the SOC reaches the target SOC at time t16.

[0083] use Figure 5 The charging and discharging plan created by the server 400 based on the above-mentioned smart charging setting will be described.

[0084] Line L1 indicates the SOC value of battery 11 from the time when power plug 21 is connected to connector 12 to time t16. Time t10 indicates the time when power plug 21 is connected to connector 12. At time t10, charging relay 16 is turned off.

[0085] From time t10 to time t11 , the battery 11 is not charged or discharged. That is, the charging relay 16 is maintained in the OFF state. Specifically, after the electric vehicle 10 is connected to the EVSE 20 , the electric vehicle 10 receives the charging and discharging schedule from the server 400 .

[0086] In this Figure 5 In the example shown, the charge and discharge schedule is received at time t20. Thereafter, the electric vehicle 10 stands by based on the received charge and discharge schedule.

[0087] From time t11 to time t12, the electric vehicle 10 applies the battery 11 of the electric vehicle 10 to V2H based on the charge and discharge plan. That is, the ECU 14 switches the charging relay 16 to on at time t11. In addition, the ECU 14 drives the charger and discharger 13 to charge the battery 11 using the surplus power of the solar power generation device 206.

[0088] From time t12 to time t13, the electric vehicle 10 responds to the power supply and demand adjustment request based on the charge and discharge plan. Specifically, the electric power stored in the battery 11 during the period from time t11 to time t12 is discharged to the power grid PG by the planned amount of electric power.

[0089] From time t13 to time t14, the battery 11 is not charged or discharged. Also, during the period from time t13 to time t14, the charging relay 16 is maintained in the on state.

[0090] From time t14 to time t15, the battery 11 is charged to the target SOC. Then, when charging is completed at time t15, the charging relay 16 is turned off. From time t15, the electric vehicle 10 is ready to start again and stands by. At time t16, the charging and discharging plan is completed.

[0091] In addition, Figure 5 In the charging and discharging plan shown, the electricity rate from time t14 to time t15 is cheaper than the electricity rate from time t13 to time t14. In addition, the user's setting sets the electricity rate to be the cheapest during the period until the scheduled departure time of the vehicle. Therefore, in this charging and discharging plan, charging is planned from time t14 to time t15.

[0092] Functions of charge and discharge control system 1

[0093] The functions of the charge and discharge control system 1 formed as described above will be described.

[0094] In conventional electric vehicles, regardless of whether smart charging is set for the electric vehicle, the charging relay is switched on when the electric vehicle is connected to the EVSE. Afterwards, when the electric vehicle obtains a charging and discharging plan and determines that charging and discharging of the electric vehicle at the current time is not necessary based on the plan, the charging relay is switched off.

[0095] As described above, in conventional electric vehicles, with the implementation of smart charging, there is a problem that the number of times the charging relay is turned on and off may increase due to the driving of the charging relay when the vehicle is connected.

[0096] According to the electric vehicle 10 of the embodiment of the present disclosure, when smart charging is set for the electric vehicle 10, the charging relay 16 also remains disconnected for a certain period FP after the power plug 21 is connected to the connector 12. Therefore, when a charging and discharging plan is received during the certain period FP, the charging relay 16 remains disconnected until the charging start time in the charging and discharging plan is reached. Therefore, according to the electric vehicle 10 of the present disclosure, the number of times the charging relay 16 is turned on and off can be suppressed compared to conventional electric vehicles.

[0097] The electric vehicle 10 performs charging and discharging according to the charging and discharging plan created based on the scheduled vehicle departure time and the target SOC at the scheduled vehicle departure time set by the user. The user can change the charging and discharging plan as appropriate according to his / her own situation by changing the settings input to the portable terminal 300.

[0098] The electric vehicle 10 of the present disclosure sets a charge and discharge plan according to the first request (power supply and demand adjustment request), and the user can use the VPP and obtain compensation from the server 400 .

[0099] In the electric vehicle 10 of the present disclosure, the fixed period FP is 2 seconds to 15 minutes. Providing the fixed period is meaningful in terms of suppressing the number of times the charging relay 16 is turned on and off and ensuring the SOC when the electric vehicle 10 starts.

[0100] For example, if a lower limit is not set for the fixed period FP, when the power plug 21 is connected to the connector 12, the electric vehicle 10 turns on the charging relay 16 and starts charging before the server 400 completes the creation of the charging and discharging plan. Afterwards, when the electric vehicle 10 receives the charging and discharging plan, the electric vehicle 10 needs to drive the charging relay 16 to be turned off according to the charging and discharging plan until charging starts. As a result, the number of times the charging relay 16 is turned on and off may increase.

[0101] If no upper limit is set for the fixed period FP, when server 400 is down or there is a communication failure between communication device 15 and server 400, electric vehicle 10 continues to wait for reception of a charging and discharging plan, and electric vehicle 10 may not be charged at the time of departure.

[0102] In the above embodiment, an example of performing smart charging settings by inputting to the portable terminal 300 is shown, but the present disclosure is not limited thereto. For example, the electric vehicle 10 may also have an HMI device, and the user of the electric vehicle 10 may input smart charging settings to the HMI device. The information input to the HMI device is sent to the server 400 via the communication device 15.

[0103] The embodiments disclosed herein should be considered in all respects as illustrative and non-restrictive. The scope of the present disclosure is indicated by the claims, and is intended to include all modifications within the meaning and scope equivalent to the claims.

Claims

1. An electric vehicle comprising: A connector connected to an external power plug; Secondary batteries; a charging relay, disposed between the connector and the secondary battery; and A control device controls at least one of charging and discharging of the secondary battery, wherein: When smart charging of the electric vehicle is set, the charging relay is turned off for a certain period of time after the power plug is connected to the connector.

2. The electric vehicle according to claim 1, wherein: The control device is configured to be able to communicate with the server. The server is capable of communicating with a user terminal used by a user of the electric vehicle, The setting of the smart charging is set based on input information from the user terminal, The control device receives a charge and discharge plan set by the server based on the input information.

3. The electric vehicle according to claim 1, wherein: The control device is configured to communicate with the server. The server sets a charging and discharging plan of the electric vehicle according to a power supply and demand adjustment request for adjusting power supply and demand in the power system, The control device receives the charge and discharge plan from the server.

4. The electric vehicle according to claim 2 or 3, wherein: If the charging and discharging schedule is not received after the predetermined period of time has elapsed, the charging relay is turned on.

5. The electric vehicle according to any one of claims 1 to 3, wherein: The certain period is not less than 2 seconds and not more than 15 minutes.

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