Charging system

Abstract

The purpose of the present invention is to provide a charging system that alleviates the limitation of charging output caused by the rated output of a charger. A charging system for controlling a charger provided with a plurality of charging ports includes: a receiving means for receiving, from a first terminal operated by a first user of a first electric vehicle being charged connected to a first charging port among the plurality of charging ports, a first charging output desired by the first user; and a notification means for notifying the charger when the sum of the first charging output and a second charging output for a second electric vehicle being charged connected to a second charging port among the plurality of charging ports exceeds a rated output of the charger, and notifying the charger when the sum of the first charging output and the second charging output for the second electric vehicle being charged connected to the second charging port exceeds the rated output of the charger. Notifying a second terminal operated by a second user of the second electric vehicle of whether or not the second charging output is allowed to be reduced; and a changing means for changing the current charging output for the first electric vehicle to the first charging output when the second charging output is allowed to be reduced.

Description

Technical Field

[0001] This invention relates to a charging system. Background Technology

[0002] Vehicles and vehicle supply equipment (EVSEs) that use electricity as a power source, either wholly or partially, are known to exist. EVSEs include chargers such as fast chargers or regular chargers, which output power to supply vehicles. EVSEs are installed in commercial facilities, car dealerships, highway parking lots, etc.

[0003] Furthermore, servers that communicate with the EVSE and request participation in power adjustments from each vehicle via Demand Response (DR) are also known. Moreover, a technique is known in which the server rewards the vehicle manager when a vehicle performs a power adjustment (e.g., see Patent Document 1).

[0004] Patent Document 1: Japanese Patent Application Publication No. 2023-133905 Summary of the Invention The charger included in the EVSE has a rated output as specified in the specifications. For example, if a vehicle is charged using any one of the multiple charging ports on the charger, the vehicle can be charged at its rated output.

[0005] However, if multiple vehicles are charged simultaneously from at least two of the multiple charging ports, the charger is highly likely to charge each vehicle at a lower-than-rated output, potentially preventing each vehicle from reaching its rated output. In other words, the charger's output is limited due to its rated capacity. In this case, the charging time for each vehicle may increase, and the vehicles may not arrive at their destination at the scheduled time.

[0006] Therefore, the object of the present invention is to provide a charging system that mitigates the limitation on charging output caused by the rated output of the charger.

[0007] The present invention relates to a charging system that controls a charger having multiple charging ports. The charging system includes: a receiving mechanism that receives a first charging output desired by a first user of a first electric vehicle being charged, connected to a first charging port among the multiple charging ports; a notification mechanism that, if the sum of the first charging output and a second charging output for a second electric vehicle being charged, connected to a second charging port among the multiple charging ports, exceeds the rated output of the charger, notifies a second terminal operated by a second user of the second electric vehicle whether a reduction in the second charging output is permitted; and a modification mechanism that, if a reduction in the second charging output is permitted, changes the current charging output for the first electric vehicle to the first charging output.

[0008] Invention Effects According to the present invention, the limitation on charging output caused by the rated output of the charger can be mitigated. Attached Figure Description

[0009] Figure 1 This is an example of a charging output adjustment system.

[0010] Figure 2 (a) is an example of a block diagram of an electric vehicle. Figure 2 (b) is an example of a block diagram of a charging control server. Figure 2 (c) is an example of a block diagram of a charging cost calculation server.

[0011] Figure 3 This is a flowchart illustrating an example of the operation of a charging output adjustment system.

[0012] Figure 4 This is a diagram illustrating an example of a charging output adjustment system before and after a change in charging output. Detailed Implementation

[0013] Hereinafter, the methods for carrying out the present invention will be described with reference to the accompanying drawings.

[0014] like Figure 1 As shown, the charging output adjustment system ST is a computer system including a management server group SVs. The management server group SVs is located within a data center DC that provides cloud services. The management server group SVs includes at least a charging control server 10 and a charging fee calculation server 20. The charging control server 10 is an example of a charging system. At least one of the following can be included in the charging system: the charging fee calculation server 20, the charger 30, the mobile terminals 41, 42, and 43, and the electric vehicles 50, 51, and 52.

[0015] The charging control server 10 mitigates the limitations on charging output caused by the rated output specified by the charger 30's specifications by adjusting the power output of the charger 30. The charger 30 may include, for example, a fast charger with a rated output of "300kW". The charger 30 may also include a standard charger instead of a fast charger, wherein the standard charger has a rated output lower than that of the fast charger.

[0016] The charger 30 integrates multiple charging ports 31, 32, and 33. Alternatively, the charger 30 may have multiple charging ports 31, 32, and 33 individually. Charging port 31 is an example of a first charging port, and charging ports 32 and 33 are examples of second charging ports. Either charging port 32 or 33 can be a second charging port, or both charging ports 32 and 33 can be second charging ports.

[0017] In this embodiment, the charger 30 has three charging ports 31, 32, and 33, but the charger 30 may also have charging ports different from the charging ports 31, 32, and 33. Furthermore, the charger 30 may not have any of the charging ports 32 and 33, but may have charging port 31 and the other of the charging ports 32 and 33.

[0018] Charging ports 31, 32, and 33 serve as charging ports to output power. Charging port 31 is connected to the electric vehicle 51 via charging cable 34. Thus, if the charger 30 is a fast charger, the charger 30 can quickly charge the electric vehicle 51 via charging port 31.

[0019] Similarly, charging port 32 is connected to electric vehicle 52 via charging cable 35. Therefore, if charger 30 is a fast charger, charger 30 can fast charge electric vehicle 52 via charging port 32. Furthermore, charging port 33 is connected to electric vehicle 50 via charging cable 36. Therefore, if charger 30 is a fast charger, charger 30 can charge electric vehicle 50 via charging port 33.

[0020] Furthermore, electric vehicle 51 is an example of a first electric vehicle, and electric vehicles 50 and 52 are examples of second electric vehicles. Either electric vehicle 50 or 52 can be the second electric vehicle, or both electric vehicles 50 and 52 can be the second electric vehicle. For example, EVSE can be achieved using a charger 30 equipped with charging ports 31, 32, and 33 and charging cables 34, 35, and 36.

[0021] Electric vehicle 51 is an electric vehicle that is powered by a battery but not by an engine, and can run using the electricity stored in the battery to power a motor. For example, electric vehicle 51 includes plug-in electric vehicles (EVs). Electric vehicle 51 can be a hybrid vehicle that also has an engine in addition to a motor. Electric vehicle 51 can be a fuel cell vehicle that also has a hydrogen fuel cell in addition to a battery. Thus, electric vehicle 51 uses electricity as all or part of its power source. Furthermore, electric vehicles 50 and 52 are essentially the same as electric vehicle 51, so detailed descriptions are omitted.

[0022] The charging control server 10 and the charging fee calculation server 20 are connected to each other via a communication network NW1, such as a Local Area Network (LAN). While details will be described later, the charging control server 10 controls the charger 30 to change its charging output. Furthermore, the charging fee calculation server 20 calculates the charging fees to be charged to users P1, P2, and P3, as described later. When the charging control server 10 changes the charging output of the charger 30, the charging fee calculation server 20 updates the old charging fee (which was the charging fee before the change) to the new charging fee and notifies users P1, P2, and P3 respectively.

[0023] Here, communication network NW1 is also connected to communication network NW2. For example, the Internet is an example of communication network NW2. A charger 30 and a mobile base station BS are connected to communication network NW2. If a mobile terminal 41 operated by user P1 of electric vehicle 51 is included within the wireless communication range of mobile base station BS, then mobile base station BS can communicate with mobile terminal 41 via wireless communication WL. Furthermore, user P1 is an example of a first user, and mobile terminal 41 is an example of a first terminal.

[0024] Similarly, if the wireless communication range of the mobile base station BS includes a mobile terminal 42 operated by user P2 of electric vehicle 52, the mobile base station BS can communicate with the mobile terminal 42 via wireless communication WL. Furthermore, if the wireless communication range of the mobile base station BS includes a mobile terminal 43 operated by user P3 of electric vehicle 50, the mobile base station BS can communicate with the mobile terminal 43 via wireless communication WL.

[0025] Furthermore, users P2 and P3 are examples of second users, and mobile terminals 42 and 43 are examples of second terminals. Either user P2 or P3 can be the second user, or both users P2 and P3 can be the second user. Similarly, either mobile terminals 42 or 43 can be the second terminal, or both mobile terminals 42 and 43 can be the second terminal. Mobile terminals 41, 42, and 43 may be, for example, smart terminals such as smartphones or tablets.

[0026] refer to Figure 2 (a) A detailed description of electric vehicle 52 is provided. Furthermore, electric vehicles 50 and 51 are essentially the same in structure as electric vehicle 52, therefore detailed descriptions are omitted.

[0027] The electric vehicle 52 is equipped with a navigation device 53 and a Global Positioning System (GPS) 54. The navigation device 53 includes an onboard navigation system that provides electronic route guidance from the current location to the destination when the electric vehicle 52 is parked or in motion. A non-volatile memory (NVM) 53A located in the navigation device 53 stores the location information of the electric vehicle 52. The location information includes the latitude and longitude of the electric vehicle 52's current location, and the latitude and longitude of the electric vehicle 52's destination. The GPS 54 determines the current location of the electric vehicle 52 and outputs GPS information, including the current location and the date and time of the determination, to the navigation device 53.

[0028] Furthermore, the electric vehicle 52 is equipped with a charging electronic control unit (ECU) 55. In addition to a central processing unit (CPU), random access memory (RAM), read-only memory (ROM), and input / output (I / F) interfaces, the charging ECU 55 also includes an NVM 55A. The NVM 55A stores the charging information of the electric vehicle 52. This charging information includes a unique vehicle identifier (ID) that identifies the electric vehicle 52 and the current state of charge (SOC) of the electric vehicle 52. The current SOC represents the current charging state of the electric vehicle 52.

[0029] Furthermore, the electric vehicle 52 includes a battery 56, a power control unit (PCU) 57, and a motor generator (MG) 58. The battery 56 is, for example, a secondary battery such as a lithium-ion battery or a nickel-metal hydride battery. The battery 56 stores electricity according to the charging control of the charging ECU 55, for example, by receiving power from the charging port 32 via the charging cable 35. When the electric vehicle 52 is in motion, the battery 56 supplies power to the MG 58 via the PCU 57. Power is supplied from the battery 56 to the MG 58 through the electrical system.

[0030] PCU57 is a drive unit for driving MG58, and is configured as a power conversion device such as a converter or inverter. PCU57 converts the DC power supplied from battery 56 into AC power for driving MG58. MG58 is driven by PCU57 to generate rotational driving force, which is transmitted to the drive wheels 59R and 59L of electric vehicle 52 through power transmission gear 59. Thus, electric vehicle 52 moves.

[0031] Furthermore, during the charging of electric vehicle 52, navigation device 53 and charging ECU 55 respectively send the location information and charging information of electric vehicle 52 to charger 30 through a communication system different from the power system. If charger 30 receives the location information and charging information, it forwards them to charging control server 10. Although details will be described later, if charging control server 10 receives the location information and charging information, it adjusts the charging output to electric vehicle 52 according to the location information and charging information.

[0032] refer to Figure 2 (b) A detailed description of the charging control server 10 is provided.

[0033] Furthermore, the hardware structure of the charging control server 10 is basically the same as that of the charging ECU 55, so detailed descriptions are omitted. Therefore, the CPU of the charging control server 10 stores programs stored in ROM or NVM, etc., in RAM. The CPU executes the stored programs to implement the various functions described later, and performs a series of processes described later. Furthermore, the program only needs to be the program corresponding to the flowchart described later. The charging fee calculation server 20 described later is also the same as the charging control server 10.

[0034] The charging control server 10 includes: a desired output receiving unit 11; a request notification unit 12; a charging output modification unit 13; and an information communication unit 14. The desired output receiving unit 11 is an example of a receiving mechanism. The request notification unit 12 is an example of a notification mechanism. The charging output modification unit 13 is an example of a modification mechanism.

[0035] The desired output receiving unit 11 receives, for example, the desired charging output (hereinafter referred to as desired charging output) from a mobile terminal 41 operated by user P1 of a charging electric vehicle 51 connected to the charging port 31, and receives it along with the vehicle ID. The desired charging output is an example of a first charging output. More specifically, the desired output receiving unit 11 receives a first request signal including the desired charging output and the vehicle ID from the mobile terminal 41 via the information communication unit 14.

[0036] The request notification unit 12 establishes and manages the corresponding association between the vehicle IDs of electric vehicles 51, 52, and 50 and the terminal IDs (e.g., mobile phone numbers) of mobile terminals 41, 42, and 43. If it is desired that the output receiving unit 11 accepts the desired charging output along with the vehicle ID, the request notification unit 12 determines the vehicle ID other than the vehicle ID that is to be accepted along with the desired charging output, and determines whether the electric vehicles 52 and 50 with the determined vehicle IDs are connected to the charging ports 32 and 33 and are charging.

[0037] When electric vehicles 52 and 50 are charging, the request notification unit 12 calculates the total charging output, including the desired charging output and the individual charging outputs for the charging electric vehicles 50 and 52. Each charging output is an example of the second charging output. More specifically, if the desired output receiving unit 11 receives the first request signal, the request notification unit 12 calculates the total charging output. If the total charging output is calculated, the request notification unit 12 determines whether the total charging output exceeds the rated output of the charger 30.

[0038] If the total charging output exceeds the rated output of the charger 30, the request notification unit 12 determines the terminal ID corresponding to the determined vehicle ID. If the terminal ID is determined, the request notification unit 12 notifies the mobile terminals 42 and 43 operated by users P2 and P3 of electric vehicles 52 and 50, respectively, of whether a reduction in each charging output is permitted. For example, the request notification unit 12 sends a second request signal requesting permission to reduce the charging output for electric vehicles 52 and 50 to the mobile terminals 42 and 43 operated by users P2 and P3, respectively, via the information communication unit 14.

[0039] When it is permissible to reduce the charging output, the charging output modification unit 13 controls the charger 30 to change the current charging output for the electric vehicle 51 to the desired charging output. More specifically, when the charging output modification unit 13 determines that it is permissible to reduce the charging output based on the response signal in response to the second request signal, it reduces the charging output and then increases the current charging output for the electric vehicle 51 to the desired charging output. This prevents a short circuit in the power supply to the electric vehicles 52 and 50.

[0040] Furthermore, when reducing the charging output for electric vehicles 52 and 50, the charging output modification unit 13 reduces the charging output based on location information and charging information forwarded from the charger 30. Here, the charging output modification unit 13 includes a charger mapping table displaying map information showing the installation locations of multiple chargers, including the charger 30.

[0041] Therefore, the charging output modification unit 13 can determine the location of the next charger (not shown) on a different path from the location of the charger 30 based on the path from the current location to the destination and the charger mapping table included in the location information. Thus, when the charging output for each of the electric vehicles 52 and 50 is reduced, the charging output modification unit 13 adjusts each charging output to a minimum SOC (State of Charge) that ensures the electric vehicles 52 and 50 can move to the location of the next charger.

[0042] refer to Figure 2 (c) A detailed description of the charging fee calculation server 20 is provided. The charging fee calculation server 20 includes a charging fee calculation unit 21, a charging fee notification unit 22, and an information and communication unit 23.

[0043] After charging electric vehicles 51, 52, and 50 is completed, the charging fee calculation unit 21 calculates the charging fees charged to users P1, P2, and P3. For example, for user P1, who can charge at the desired output, the charging fee calculation unit 21 adds the amount corresponding to the increase before and after the change in charging output to the old charging fee to obtain a new charging fee. The increase may include, for example, an increase rate or an increase percentage. Furthermore, for users P2 and P3, who are allowed to reduce the charging output, the charging fee calculation unit 21 calculates a new charging fee by subtracting the amount corresponding to the decrease before and after the change in charging output from the old charging fee. The decrease may include, for example, a decrease rate or a decrease percentage.

[0044] As a result, the charging fees charged to users P2 and P3 are reduced. Therefore, assuming that users P2 and P3 are not in a hurry to complete the charging of electric vehicles 52 and 50, and that users P2 and P3 actively cooperate with the reduction in charging output, user P1 can complete the charging of electric vehicle 51 in a short time.

[0045] If the charging fee calculation unit 21 calculates the charging fee, the charging fee notification unit 22 notifies the mobile terminals 41, 42, and 43 of the charging fee via the information and communication unit 23. Thus, users P1, P2, and P3 can each confirm the charging fee and proceed to prepare for payment.

[0046] refer to Figure 3 and Figure 4The operation of the charging output adjustment system ST will be explained. Specifically, the operation of the charging control server 10 and the charging fee calculation server 20 included in the charging output adjustment system ST will be explained.

[0047] First, such as Figure 3 As shown, the desired output receiving unit 11 of the charging control server 10 obtains the rated output and the charging output (step S1). More specifically, the desired output receiving unit 11 accesses the charger 30 and periodically obtains the rated output specified by the charger 30 and the respective charging outputs for the electric vehicles 51, 52, and 50 that are being charged.

[0048] For example, such as Figure 4 As shown at the top, given that the charger 30 specifications specify a rated output of "300kW", it is desirable for the output receiving unit 11 to receive the rated output of "300kW". Furthermore, as... Figure 4 As shown in the upper part, when electric vehicles 51, 52, and 50 are being charged with a charging output of "100kW", it is desired that the output receiving unit 11 acquires each charging output of "100kW".

[0049] Thus, when electric vehicles 51, 52, and 50 are charging, the charger 30 charges each of them separately with a charging output of 100kW, dividing the rated output of 300kW into three equal parts. Furthermore, it is desirable that the output receiving unit 11 acquires the rated output and charging output every few seconds, or every few minutes. The acquisition unit time is set according to specifications or design, etc.

[0050] If rated output and charging output are obtained, then as follows Figure 3 As shown, the desired output receiving unit 11 determines whether to accept the desired charging output (in Figure 3 In step S2, the desired output is marked as "Desired Output". If the desired charging output is not received (step S2: No), the desired output receiving unit 11 performs the processing of step S1. That is, the desired output receiving unit 11 periodically acquires the rated output and charging output until the desired charging output is received.

[0051] If the desired charging output is accepted (step S2: Yes), then the request notification unit 12 notifies the request to reduce the charging output (step S3). For example, such as Figure 4 As shown in the upper part, if user P1 operates mobile terminal 41 to specify a desired charging output of "200kW", then the desired output receiving unit 11 accepts the desired charging output of "200kW". If the desired output receiving unit 11 accepts the desired charging output of "200kW", then the request notification unit 12 calculates the total charging output mentioned above and determines whether the total charging output exceeds the rated output.

[0052] If the total charging output exceeds the rated output, the request notification unit 12 notifies the mobile terminals 42 and 43 of an inquiry as a request to reduce the charging output. As described above, the request notification unit 12 determines the terminal ID based on the vehicle ID other than the vehicle ID that is to be received along with the desired charging output, and notifies the mobile terminals 42 and 43 of the determined terminal ID by, for example, using Short Message Service (SMS).

[0053] like Figure 3 As shown, if a request to reduce charging output is received, the charging output modification unit 13 determines whether to allow the reduction of each charging output (step S4). If the reduction of each charging output is refused (step S4: No), the charging control server 10 ends the processing. Alternatively, before the charging control server 10 ends the processing, the charging output modification unit 13 may notify the mobile terminal 41 of the refusal to reduce each charging output.

[0054] On the other hand, when it is permissible to reduce the charging output of each item (step S4: Yes), the charging output change unit 13 acquires location information and charging information (step S5). Specifically, as follows... Figure 4 As shown in the upper part, if users P2 and P3 respectively perform the operation of allowing a reduction in charging output on mobile terminals 42 and 43, the charging output change unit 13 requests the charger 30 to obtain location information and charging information.

[0055] If a request is made to obtain location information and charging information, the charger 30 obtains the vehicle ID determined by the request notification unit 12. If the vehicle ID is obtained, the charger 30 determines the charging ports 32 and 33 connected to the electric vehicles 52 and 50 with that vehicle ID, and obtains location information and charging information from the electric vehicles 52 and 50 respectively via the determined charging ports 32 and 33. If both location information and charging information are obtained, the charger 30 forwards the location information and charging information to the charging output modification unit 13. Thus, the charging output modification unit 13 obtains the location information and charging information.

[0056] If location information and charging information are obtained, then as follows Figure 3 As shown, the charging output changing unit 13 changes the charging output (step S6). More specifically, the charging output changing unit 13 changes each charging output based on the current location and destination included in the location information, the current SOC included in the charging information, and the charger mapping table.

[0057] For example, the charging output modification unit 13 can adjust each charging output to a minimum SOC (State of Charge) that ensures that electric vehicles 52 and 50 can move to the installation location of the next charger. If the charging output for electric vehicles 52 and 50 is changed, the charging output modification unit 13 will change the current charging output for electric vehicle 51 to the desired charging output.

[0058] Therefore, as Figure 4 As shown in the next paragraph, for example, the charging output of electric vehicle 51 is changed from "100kW" to "200kW". Furthermore, the charging output of electric vehicle 52... The charging output "100kW" has been changed to "20kW", and the charging output "100kW" for electric vehicle 50 has been changed to "80kW". Even after the charging output is changed, the total charging output of all charging outputs remains within the rated output of charger 30.

[0059] If the charging output changing unit 13 changes the charging output, then as follows Figure 3 As shown, the charging fee calculation unit 21 calculates the charging fee (step S7). As described above, after the charging of electric vehicles 51, 52, and 50 is completed, the charging fee calculation unit 21 can calculate the charging fee charged to users P1, P2, and P3. If the charging fee calculation unit 21 calculates the charging fee, the charging fee notification unit 22 notifies the user of the charging fee (step S8).

[0060] For example, the charging fee notification unit 22 determines the terminal ID based on the vehicle ID that is received by the request notification unit 12 along with the desired charging output, and notifies the mobile terminal 41 of the determined terminal ID of the charging fee. Furthermore, the charging fee notification unit 22 determines the terminal ID based on a vehicle ID other than the vehicle ID received by the request notification unit 12 along with the desired charging output, and notifies the mobile terminals 42 and 43 of the determined terminal ID of the charging fee. Thus, as... Figure 4 As shown in the next section, the charging fee appears on the screens of mobile terminals 41, 42, and 43 respectively. If the charging fee notification unit 22 notifies the user of the charging fee, the charging fee calculation server 20 terminates the processing.

[0061] Thus, according to the charging control server 10 of this embodiment, the limitation on the charging output of the electric vehicle 51 caused by the rated output of the charger 30 is alleviated. As a result, user P1 can complete charging of the electric vehicle 51 in a short time. Furthermore, according to the charging fee calculation server 20 of this embodiment, the charging fees charged to users P2 and P3 are reduced. Therefore, even if users P2 and P3 are not in a hurry to complete charging of the electric vehicles 52 and 50, it is assumed that users P2 and P3 actively cooperate with the reduction in charging output.

[0062] The preferred embodiments of the present invention have been described in detail above, but the present invention is not limited to this specific embodiment. Various modifications and alterations can be made within the scope of the spirit of the present invention as set forth in the claims.

[0063] Symbol Explanation 10-Charging control server, 11-Desired output receiving unit, 12-Request notification unit, 13-Charging output change unit, 20-Charging cost calculation server, 30-Charger, 31, 32, 33-Charging port, 41, 42, 43-Mobile terminal, 50, 51, 52-Electric vehicle, P1, P2, P3-User.

Claims

1. A charging system that controls a charger having multiple charging ports, the charging system being characterized by having: A receiving mechanism that receives a first charging output desired by a first user of a first electric vehicle being charged from a first terminal operated by a first user connected to a first charging port of the plurality of charging ports; The notification agency, when the sum of the first charging output and the second charging output for a second electric vehicle connected to the second charging port of the plurality of charging ports exceeds the rated output of the charger, notifies the second terminal operated by the second user of the second electric vehicle whether it is permissible to reduce the second charging output. and The mechanism changes the current charging output for the first electric vehicle to the first charging output, provided that the second charging output can be reduced.

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