Method of managing energy

Abstract

To carry out energy management conforming to an action schedule of an electric vehicle while relieving a burden on a server controlling the electric vehicle.SOLUTION: A method of managing energy includes: identifying a server having a control right at an energy-management point of an electric vehicle from among a plurality of servers using a current location or a destination of the electric vehicle (S21, S22); and sending information about an action schedule of the electric vehicle to the server having the control right at the energy-management point of the electric vehicle (S23).SELECTED DRAWING: Figure 2

Description

Technical Field

[0001] This disclosure relates to an energy management method using electric vehicles.

Background Art

[0002] Japanese Patent Application Laid-Open No. 2022-113460 (Patent Document 1) discloses a method for an electric vehicle to perform energy management through charging and discharging.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] In the technology described in Patent Document 1, one server controls a plurality of electric vehicles for energy management. This server predicts the actions of each electric vehicle, creates a charging and discharging plan for each electric vehicle based on the predicted action schedule, and controls each electric vehicle according to the created charging and discharging plan. However, in such a method, when the number of electric vehicles managed by the server increases or each electric vehicle moves over a wide range, the data (information) for predicting the actions of each electric vehicle becomes enormous, and the load on the server related to information management increases. Therefore, it is difficult to perform energy management over a wide range using a large number of electric vehicles (a fleet of vehicles) with the technology described in Patent Document 1.

[0005] This disclosure has been made to solve the above problems, and its object is to perform energy management in accordance with the action schedule of an electric vehicle while reducing the load on the server that controls the electric vehicle.

Means for Solving the Problems

[0006] In one form of this disclosure, an energy management method is provided which includes using the electric vehicle's current location or destination to identify a server from among several servers that has control over the electric vehicle's energy management point, and transmitting information about the electric vehicle's planned actions to the server with control over it.

[0007] The computer system may include one or more processors and one or more storage devices that store programs causing one or more processors to perform the above-described method. The computer system may estimate energy management points based on the current location or destination of the electric vehicle. The computer system may include multiple processors mounted in separate computers and multiple storage devices mounted in separate computers. [Effects of the Invention]

[0008] According to this disclosure, it will be possible to reduce the load on the server that controls the electric vehicle while performing energy management that matches the electric vehicle's scheduled activities. [Brief explanation of the drawing]

[0009] [Figure 1] This figure shows a schematic configuration of the energy management system according to the embodiment of the disclosure. [Figure 2] This is a flowchart showing an energy management method according to an embodiment of the present disclosure. [Figure 3] This is a diagram illustrating an energy management method according to an embodiment of the present disclosure. [Modes for carrying out the invention]

[0010] Embodiments of this disclosure will be described in detail with reference to the drawings. In the drawings, the same or corresponding parts are denoted by the same reference numerals, and their descriptions will not be repeated.

[0011] Figure 1 is a diagram illustrating the schematic configuration of an energy management system according to an embodiment of the present disclosure. Referring to Figure 1, this system includes a group of vehicles (including vehicle 100), servers 300A to 300C, and server 500. Each of servers 300A to 300C corresponds to an aggregator server. The aggregator server is configured to manage energy by bundling multiple distributed energy resources (hereinafter also referred to as "DER (Distributed Energy Resources)"). In this embodiment, electric vehicles electrically connected to EVSE (Electric Vehicle Supply Equipment) function as DERs. For example, vehicle 100 can function as a DER. Server 500 is an information server that collects information from each electric vehicle included in the group of vehicles.

[0012] Each of servers 300A to 300C is assigned a different jurisdictional area (control area). Specifically, the jurisdictional areas of servers 300A, 300B, and 300C are areas A, B, and C, respectively. Each server has control over the electric vehicles performing energy management within its jurisdictional area. Multiple EVSE200A, multiple EVSE200B, and multiple EVSE200C units are installed in areas A, B, and C, respectively. In this embodiment, since the EVSE200A, 200B, and 200C shown in Figure 1 have the same configuration, they will be referred to as "EVSE200" below unless otherwise distinguished. Each aggregator server controls the electric vehicles electrically connected to the EVSE200 within its jurisdictional area for energy management purposes. Note that the EVSEs within each area may have different configurations.

[0013] Vehicle 100 is a BEV (battery electric vehicle) configured to be plug-in charged using EVSE 200 (external power supply equipment). Vehicle 100 includes a battery 110, an inlet 120, a charging circuit 130 (onboard charger), an electronic control unit (hereinafter referred to as "ECU (Electronic Control Unit)") 150, an HMI (Human Machine Interface) 180, and a communication device 190. The charging circuit 130 is a circuit that charges the battery 110 using power supplied from outside the vehicle to the inlet 120. The charging circuit 130 is controlled by the ECU 150. The HMI 180 includes a navigation system (hereinafter referred to as "navigator"). When the user sets a destination in the navigation system, the navigation system displays the driving route to the destination to the user. The navigation system may also automatically set a destination according to the time of day based on the driving history of vehicle 100. The ECU 150 communicates with the server 500 through the communication device 190. The communication device 190 includes a wireless communication device (e.g., a Data Communication Module (DCM)) capable of accessing the communication network NW. The communication network NW is, for example, a wide-area network constructed by the Internet and wireless base stations.

[0014] The EVSE200 is configured to receive power from an external power source (not shown) and supply power to electric vehicles. The EVSE200 includes a charging cable 210. The tip of the charging cable 210 is provided with a detachable connector 220 (plug) for the inlet 120. When the connector 220 of the charging cable 210, which is connected to the main body of the EVSE200, is connected to the inlet 120 of a parked vehicle 100, the vehicle 100 becomes electrically connected to the EVSE200 (plugged in). The external power source to which the EVSE200 is electrically connected may be a power grid (for example, a power network constructed by power transmission and distribution equipment). The aggregator server can perform energy management (demand adjustment) related to the external power source by controlling the charging (plug-in charging) of electric vehicles electrically connected to the external power source via the EVSE200. EVSEs in each area may receive power from a common external power source or from different external power sources.

[0015] Figure 2 is a flowchart illustrating the energy management method according to this embodiment. In the flowchart, "S" represents a step. The process in S10 is performed by each electric vehicle included in the vehicle group. Each electric vehicle included in the vehicle group may have the same configuration as vehicle 100 (Figure 1). The process in S10 is performed by a control device (e.g., ECU 150) mounted on the electric vehicle. The processes in S21 to S23 are performed by the control device of server 500. The process in S30 is performed by the control device of an aggregator server (any of servers 300A to 300C) that has received electric vehicle information (S23) from server 500. More specifically, each process shown in Figure 2 is performed by one or more processors executing programs stored in one or more memories. However, these processes may be performed by dedicated hardware (electronic circuits) instead of software.

[0016] When a predetermined execution condition is met, the electric vehicle (for example, vehicle 100) transmits a signal containing information about the electric vehicle (hereinafter referred to as the "first signal") to the server 500 via wireless communication in S10. The first signal includes, for example, identification information of the electric vehicle (vehicle ID), location information indicating the current location of the electric vehicle, status information indicating the current state of the electric vehicle, control information relating to battery control, and action information indicating the planned actions of the electric vehicle.

[0017] Location information includes detection results from a position sensor mounted on the electric vehicle. State information indicates the state of the battery 110 (e.g., voltage, current, temperature, and SOC). The state of the battery 110 may be detected by a BMS (Battery Management System) mounted on the electric vehicle. SOC (State of Charge) indicates, for example, the ratio of the current charge to the charge when fully charged. Control information includes an upper limit SOC and a lower limit SOC. The SOC of the battery 110 is controlled within a range greater than or equal to the lower limit SOC and less than or equal to the upper limit SOC. Activity information includes the estimated time of arrival and estimated arrival SOC (SOC of the battery 110 upon arrival) at the charging point, and the estimated time of departure and estimated departure SOC (SOC of the battery 110 upon departure) from the charging point. Activity information may further include the destination of the navigation system. Each of the estimated time of arrival, estimated arrival SOC, estimated departure time, and estimated departure SOC may be estimated by the navigation system or ECU 150, or set by the user.

[0018] The execution condition for S10 may be met periodically, or it may be met when a predetermined event occurs (for example, starting the vehicle system, setting a destination, starting to drive, parking, or plugging in). The execution condition for S10 may also be met when the amount of charge stored in the energy storage device installed in the electric vehicle (for example, the SOC of battery 110) falls below a predetermined value. The process of S10 is executed each time the execution condition is met. Hereinafter, an electric vehicle that has performed the process of S10 will be referred to as the "target vehicle".

[0019] When the server 500 receives the first signal (S10) from the target vehicle, it starts a series of processes of S21 to S23. In S21, the server 500 estimates a charging location based on the information included in the received first signal. The charging location is, for example, a location where the EVSE 200 is installed. The server 500 may determine whether an EVSE 200 is installed at the destination of the target vehicle indicated by the action information based on the map information. If an EVSE 200 is installed at the destination of the target vehicle, the server 500 may estimate that the destination is the charging location of the target vehicle. If an EVSE 200 is not installed at the destination of the target vehicle, the server 500 may estimate that the nearest EVSE 200 to the destination is the charging location of the target vehicle. If the action information indicates that the destination of the target vehicle is not set, the server 500 may estimate the charging location of the target vehicle based on the current position and SOC of the target vehicle. Alternatively, the server 500 may estimate that the nearest EVSE 200 to the current position of the target vehicle is the charging location of the target vehicle.

[0020] In S22, the server 500 identifies a server that has the control right of the target vehicle at the charging location estimated in S21 from among the servers 300A to 300C. Specifically, the server corresponding to the area to which the estimated charging location belongs has the control right of the target vehicle. If the estimated charging location belongs to the areas A, B, and C shown in FIG. 1, the server 500 identifies that the servers 300A, 300B, and 300C have the control right of the target vehicle, respectively. The charging location corresponds to an energy management location.

[0021] In S23, the server 500 transmits a signal (hereinafter referred to as the "second signal") including the above-mentioned information (identification information, position information, status information, control information, and action information) included in the first signal and the charging location information indicating the charging location estimated in S21 to the server (the aggregator server having the control right) identified in S22. Each of the first and second signals may include an electronic key that permits the aggregator server to remotely control the target vehicle.

[0022] When the aggregator server (any one of servers 300A to 300C) having the control right at the charging point of the target vehicle receives the second signal (S23) from the server 500, it executes the process of S30. In S30, the aggregator server determines the charging schedule of each electric vehicle (including the target vehicle) that performs charging by the EVSE200 within the jurisdiction area based on the above information (including information regarding the action plan of the target vehicle) included in the second signal. The aggregator server determines the charging schedule of each electric vehicle so that, for example, energy management requested by an administrator of an external power source (e.g., a power company) or energy management won in the power adjustment market is executed.

[0023] FIG. 3 is a diagram for explaining the energy management method according to this embodiment. The second signal includes, for example, data P1 to P6, a lower limit SOC, and an upper limit SOC shown in FIG. 3. Each of the data P 1, P3, P5 indicates the scheduled arrival time (t1, t3, t5) at the charging point and the scheduled arrival SOC. Each of the data P 2, P4, P6 indicates the scheduled departure time (t2, t4, t6) from the charging point and the scheduled departure SOC. The second signal indicates that the target vehicle becomes in a plugged state at the charging point x in area A during the period “t1 to t2”, at the charging point y in area B during the period “t3 to t4”, and at the charging point z in area A during the period “t5 to t6”. The charging point x and the charging point z may be the same location. For example, the charging points x and z may be the home, and the charging point y may be the workplace.

[0024] During the period “t1 to t2”, the server 300A having the control right at the charging point x of the target vehicle can execute charging control for energy management in the SOC control region R1a according to the data P 1, P2, the lower limit SOC, and the upper limit SOC by remote control of the target vehicle. The server 300A executes energy management by controlling other DERs in area A together with the target vehicle during the period “t1 to t2”.

[0025] During the period "t3~t4", Server 300B, which has control rights at the target vehicle's charging point y, can remotely control the target vehicle and perform charging control for energy management in the SOC control area R1b according to data P3, P4, lower limit SOC, and upper limit SOC. During the period "t3~t4", Server 300B performs energy management by controlling other DERs in area B together with the target vehicle.

[0026] During the period "t5~t6", Server 300A, which has control rights at the target vehicle's charging point z, can remotely control the target vehicle and perform charging control for energy management in the SOC control area R2a according to data P5, P6, lower limit SOC, and upper limit SOC. During the period "t5~t6", Server 300A performs energy management by controlling other DERs in area A together with the target vehicle.

[0027] As described above, the energy management method according to this embodiment includes the processes shown in Figure 2. Specifically, this method includes identifying a server that has control rights at the energy management point of the electric vehicle from among a plurality of servers using the electric vehicle's current location or destination (S21, S22), and transmitting information regarding the electric vehicle's planned actions to the server with control rights (S23).

[0028] The above method uses multiple servers (for example, servers 300A to 300C). Each server is assigned control rights according to the location where energy management is performed (energy management point). In other words, the server with control rights switches depending on the energy management point. According to the above method, based on the electric vehicle's current location or destination, the server with control rights at the electric vehicle's energy management point is identified from among the multiple servers, and information regarding the electric vehicle's planned movements is transmitted to the server with control rights. The server with control rights can then perform energy management at the energy management point in accordance with the electric vehicle's planned movements, based on the information regarding the electric vehicle's planned movements. On the other hand, servers without control rights do not need to manage information regarding the electric vehicle's planned movements. This reduces the load on the servers. Furthermore, by minimizing the leakage of information regarding the electric vehicle's planned movements, misuse of the information is suppressed.

[0029] In the above embodiment, a server with control rights performs energy management by controlling the electric vehicle at an energy management point based on information regarding the electric vehicle's planned actions. The location where the electric vehicle performs energy management by charging (charging location) corresponds to the energy management point. However, it is not limited to this, and the location where the electric vehicle performs energy management by discharging (discharging location) may also be an energy management point. The electric vehicle's control unit (ECU 150) may transmit a second signal to the aggregator server with control rights by executing S21 to S23 in Figure 2 on behalf of the server 500. Furthermore, the configuration of the electric vehicle used for energy management is not limited to the configuration described above (see Figure 1). Other xEVs besides BEVs may be used, for example, a PHEV (plug-in hybrid vehicle) equipped with an internal combustion engine may be used. The electric vehicle may be configured to enable contactless charging. The electric vehicle may be equipped with a charge / discharge circuit with an external power supply function (e.g., V2G function) instead of a charging circuit. The electric vehicle may be configured to discharge in the reverse direction to the power grid. The electric vehicle may be a bus or an AGV (automated guided vehicle).

[0030] The embodiments disclosed herein should be considered in all respects to be illustrative and not restrictive. The scope of this disclosure is indicated by the claims rather than by the description of the embodiments above, and all modifications within the meaning and scope equivalent to the claims are intended to be included. [Explanation of Symbols]

[0031] 100 vehicles, 110 batteries, 150 ECUs, 200, 200A, 200B, 200C EVSEs, 300A, 300B, 300C, 500 servers.

Claims

1. The first server receives a first signal from an electric vehicle equipped with a power storage device, which includes first information indicating the current location and planned actions of the electric vehicle. The first server estimates, based on the first information, an energy management point which is the location where the electric vehicle charges or discharges the energy storage device while electrically connected to an external power source, The first server identifies, from among a plurality of second servers to which different jurisdictional areas have been assigned, the second server to which the jurisdictional area including the estimated energy management point has been assigned, The first server transmits a second signal, which includes second information indicating the planned movement of the electric vehicle and the estimated energy management point, to the identified second server. The identified second server performs energy management related to the external power supply by charging or discharging the electric vehicle at the energy management point based on the second information, Energy management methods, including those mentioned above.

2. The electric vehicle further comprises a navigation system, The energy management method according to claim 1, wherein the action schedule indicates a destination set in the navigation system, the estimated time of arrival of the electric vehicle to the energy management point, the amount of charge stored in the energy storage device when the electric vehicle arrives at the energy management point, the estimated time of departure of the electric vehicle from the energy management point, and the amount of charge stored in the energy storage device when the electric vehicle departs from the energy management point.

3. The external power supply is a power system electrically connected to each of a plurality of power supply facilities installed outside the electric vehicle, The energy management point is a charging point where the electric vehicle charges the energy storage device while it is electrically connected to the external power source via the power supply equipment. The aforementioned energy management method is The first server determines, based on map information, whether or not the power supply equipment is installed at the destination, If the power supply equipment is installed at the destination, the first server estimates that the destination is the energy management point, If the power supply equipment is not installed at the destination, the first server estimates that the location of the power supply equipment closest to the destination is the energy management point. The energy management method according to claim 2, including the method described in claim 2.

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