Electric vehicle

Abstract

To provide an electric vehicle where at least one of charging and discharging is possible which suppresses increase of ON / OFF frequency of a charging relay when the charging or discharging is executed based on various information received from outside.SOLUTION: An electric vehicle 10 comprises a connector 12, a battery 11, a charging relay 16, and an ECU 14. The connector 12 is connectable to an electric power plug 21 arranged outside, and the charging relay 16 is arranged between the connector 12 and the battery 11. The ECU 14 controls at least one of charging and discharging of the battery 11. The electric vehicle 10 keeps, when smart charging is configured in the electric vehicle 10, the charging relay 16 to be OFF for a specified period after the charging plug 21 is connected to the connector 12.SELECTED DRAWING: Figure 2

Description

[Technical field]

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

[0002] The vehicle described in JP 2021-027721 A is equipped with a secondary battery and is configured to be able to charge and discharge the secondary battery in accordance with a power supply and demand adjustment request. Furthermore, the vehicle management device of the vehicle records the number of opening and closing operations of the vehicle's charging relay, and when the opening and closing operations of the charging relay exceed a threshold, prohibits the vehicle from participating in the power supply and demand adjustment request. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Patent Publication No. 2021-027721 Summary of the Invention [Problem to be solved by the invention]

[0004] In recent years, the use of secondary batteries installed in vehicles for VPPs (Virtual Power Plants) has been under consideration. A VPP is a system for, for example, leveling the load on a power grid or supplying power to the power grid when there is a power shortage in the power grid.

[0005] The VPP includes a vehicle including a secondary battery and a server that communicates with the vehicle. The server formulates a charge / discharge plan for charging / discharging the vehicle based on the state of the power grid and transmits the charge / discharge plan to the vehicle. The vehicle supplies power to the power grid or receives power from the power grid based on the charge / discharge plan received from the server.

[0006] On the other hand, vehicles that can be charged or discharged from an external source typically have an inlet to which an external power plug is connected, and the vehicle typically begins charging or discharging when the power plug is connected.

[0007] Therefore, when the vehicle receives a charge / discharge plan after the power plug is connected, the charging relay is turned ON once when the power plug is connected. After that, when the vehicle receives the charge / discharge plan, the charging relay is turned OFF depending on the contents of the charge / discharge plan. Then, when charging or the like starts based on the charge / discharge plan, the charging relay is turned ON again.

[0008] Thus, in conventional vehicles, there is a problem that the number of times the charging relay is turned on and off may increase when VPP is implemented.

[0009] Note that the above-mentioned issues are not limited to cases where a VPP is implemented. For example, similar issues arise when, after the power connector is connected, the vehicle receives a charge / discharge plan related to timer charging or V2H sent from the server and charges based on that plan.

[0010] The present disclosure has been made to solve the above-mentioned problems, and its purpose is to provide a vehicle capable of at least one of charging and discharging, in which the number of times a charging relay is turned ON / OFF is suppressed when charging or discharging is performed based on various information received from the outside. [Means for solving the problem]

[0011] The electric vehicle according to the present disclosure includes a connector to which an externally provided power plug is connected, a secondary battery, a charging relay provided between the connector and the secondary battery, and a control device that controls at least one of charging and discharging of the secondary battery. When smart charging of the electric vehicle is set, the charging relay is OFF for a certain period of time after the power plug is connected to the connector. 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, and 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. The control device is configured to be able to communicate with a server, and the server sets a charging and discharging plan for the electric vehicle in response to a power supply and demand adjustment request for adjusting power supply and demand in a power system, and the control device receives the charging and discharging plan from the server. If the charging and discharging plan has not been received after the certain period has elapsed, the charging relay is turned ON. The certain period is 2 seconds to 15 minutes or less. Effect of the Invention

[0012] 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 / OFF is suppressed from increasing. [Brief description of the drawings]

[0013] [Figure 1] 1 is a diagram showing a configuration of a charge / discharge control system 1 according to an embodiment of the present invention. [Diagram 2] 1 is a diagram showing a configuration of an electric vehicle 10 according to an embodiment of the present invention. [Diagram 3] 2 is a diagram showing a control flow executed by an electric vehicle 10, a grid management server 100, a residence 200, a mobile terminal 300, and a server 400. FIG. [Figure 4]2 is a diagram showing a control flow executed by an electric vehicle 10, a grid management server 100, a residence 200, a mobile terminal 300, and a server 400. FIG. [Diagram 5] FIG. 11 is a diagram showing an example of a charge / discharge plan created by the server 400 according to settings input in advance by the user. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0014] Hereinafter, embodiments of the present disclosure will be described in detail with reference to the drawings. In the drawings, the same or corresponding parts are designated by the same reference characters and the description thereof will not be repeated.

[0015] (Charge / discharge system configuration) 1 is a diagram showing the configuration of a charge / discharge control system 1 according to this embodiment. The charge / 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 residence 200, a mobile terminal 300, and a server 400. The electric vehicle 10, the system management server 100, the residence 200, the mobile terminal 300, and the server 400 are configured to be able to communicate with each other via a network.

[0016] The electric vehicle 10 charges and discharges electric power via an EVSE 20 installed in a residence 200. The electric vehicle 10 includes, for example, a plug-in hybrid electric vehicle (PHEV), a battery electric vehicle (BEV), and a fuel cell electric vehicle (FCEV). Note that the electric vehicle 10 may be configured to be capable of only one of external power feeding and external charging.

[0017] The EVSE 20 is a facility provided in the residence 200. The EVSE 20 is configured to be able to charge the battery 11 of the electric vehicle 10 using power supplied from an external power source (the power grid PG or a power generation facility provided in the residence 200). The EVSE 20 is also configured to be able to discharge (supply power) from the battery 11 of the electric vehicle 10 to the residence 200 or the power grid PG. The EVSE 20 includes, for example, an inverter and a converter, and is configured to be able to convert power between DC (battery 11) and AC (in-house power line). The EVSE 20 is controlled by a HEMS controller 204 provided in the residence 200.

[0018] The power system PG is a power network constructed by a power plant and a power transmission and distribution facility (not shown). The power system PG is connected to the residence 200 via a pole transformer for stepping down the power supplied from the power system PG.

[0019] The residence 200 includes a smart meter 201 , a HEMS-compatible distribution board 202 , a power load facility 203 , a HEMS controller 204 , a PCS (Power Conditioner system) 205 , a solar power generation facility 206 , and an EVSE 20 .

[0020] The smart meter 201 has a function of measuring the amount of electricity flowing in and out of the residence 200, and is located between the connected pole transformer and a HEMS-compatible distribution board 202. The HEMS-compatible distribution board 202 is connected to power load equipment 203, a HEMS controller 204, and the EVSE 20. The HEMS-compatible distribution board 202 is configured to distribute power supplied from the power system PG to each connected device, and to measure the amount of power used by each circuit. The power load equipment 203 refers to each electrical device, such as a heat pump water heater, a refrigerator, and a heating and cooling device.

[0021] The HEMS controller 204 is configured to be able to communicate with the HEMS-compatible distribution board 202, the power load equipment 203, the solar power generation equipment 206, and the EVSE 20. The HEMS controller 204 acquires residential power information and controls the operation of each device in the residence 200. The residential power information includes information on each device connected to the HEMS-compatible distribution board 202 (power consumption of the power load equipment 203 and power generation of the solar power generation equipment 206) and the electricity price of the power supplied from the power system PG.

[0022] The PCS 205 converts the current supplied from the solar power generation equipment 206 from DC to AC and supplies it to the HEMS-compatible distribution board 202. The PCS 205 also adjusts the voltage and frequency of the DC current supplied from the solar power generation equipment 206 and supplies it to the EVSE 20. Alternatively, the PCS 205 converts the current from the solar power generation equipment 206 or the electric vehicle 10 from DC to AC and supplies it to the power grid.

[0023] The grid management server 100 manages power supply and demand in the power grid PG managed by the grid management server 100. The grid management server 100 is, for example, a server managed by a power company (such as a general power transmission and distribution business operator).

[0024] The server 400 is a server managed by an aggregator. The aggregator is an electric utility that provides an energy management service by bundling a plurality of power adjustment resources in a region, a specific facility, etc.

[0025] (Smart charging function) The user performs settings related to smart charging of the electric vehicle 10 by operating the mobile terminal 300. The mobile terminal 300 is an example of a "user terminal" in the present disclosure.

[0026] Here, smart charging is a charging method compatible with at least one of eco charging, VPP, and V2H systems. Eco charging is a charging method including a timer charging function and various charging setting functions. The timer charging function is a function that allows the user to set the scheduled vehicle 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 so that the electricity fee is low, and a setting for charging using electricity generated by a power generation method with low CO2 emissions. Specific examples of power generation methods with low CO2 emissions include solar power generation and hydroelectric power generation.

[0027] A VPP is, for example, a system that controls the charging and discharging of batteries 11 of a plurality of electric vehicles 10 connected to a power system, for the purpose of leveling the load on the power system and adjusting the balance of power supply and demand in the power system.

[0028] The VPP system is described in detail below. The power grid management server 100 requests the server 400 to adjust the power supply and reception of the power grid PG (first request) based on the power consumption in the power grid PG managed by the power grid management server 100 and the power generated by each power adjustment resource. The first request includes information indicating the execution time (time zone) of charging and discharging requested of the server 400, and information indicating the charging amount (charging power) and discharging amount (discharging power).

[0029] Based on the first request, the server 400 requests each power resource (including the electric vehicle 10) under the management of the server 400 to adjust power supply and demand (second request). The second request includes information indicating the execution time (time zone) of charging and discharging, and information indicating the charging amount (charging power) and discharging amount (discharging power). Each power resource responds to the server 400 as to whether or not it can comply with the second request. The server 400 plans the charging and discharging to be performed by each power resource based on the response from each power resource. Generally, a user obtains a reward from the operating company of the server 400 when the electric vehicle 10 performs a specified charging and discharging during the execution time included in the second request.

[0030] A V2H (Vehicle to Home) system is a system that makes power control in a HEMS more efficient by effectively utilizing a battery 11 mounted on an electric vehicle 10.

[0031] Based on the residential power information, the HEMS controller 204 controls the charging and discharging of the battery 11 using the electric vehicle 10 connected to the EVSE 20 as a power resource. Specifically, the HEMS controller 204 discharges the battery 11 during the time period when power usage is at its peak, and stores power generated by the solar power generation facility 206 in the battery 11 and discharges it at night. This makes it possible to suppress the amount of power supplied from the power grid PG.

[0032] The smart charging settings made by the user include settings regarding the scheduled vehicle departure time of the electric vehicle 10, the target SOC at the scheduled vehicle departure time, whether or not to apply various charging setting functions, and whether or not to use the electric vehicle 10 for VPP or V2H during the charging period.

[0033] The settings related to smart charging set by the mobile terminal 300 are transmitted to the server 400. The server 400 creates a charge / discharge plan based on input information related to the smart charging settings from the mobile terminal 300, and by using information transmitted from the electric vehicle 10, the grid management server 100, and the residence 200.

[0034] For example, if the user sets the electric vehicle 10 to be used as a VPP during the charging period, the server 400 creates a charge / discharge plan so that the first request from the grid management server 100 can be achieved within a range in which the target SOC at the scheduled vehicle departure time of the electric vehicle 10 can be achieved.

[0035] In addition, for example, when the user sets that the electric vehicle 10 will be used in a V2H system during the charging period, the server 400 creates a charge / discharge plan based on information from the residence 200, such as supplying power from the battery 11 to the power load equipment 203 within a range that allows the target SOC at the scheduled departure time of the electric vehicle 10 to be achieved.

[0036] The charge / discharge plan includes at least one of information indicating a charge start time, information indicating a charge end time, information indicating an amount of electric power charged or discharged in each time period, and information indicating a target SOC at the end of charging. Then, the server 400 transmits the created charge / discharge plan to the electric vehicle 10.

[0037] (Electric vehicle configuration) FIG. 2 is a diagram showing the configuration of the electric vehicle 10 according to this embodiment.

[0038] The electric vehicle 10 includes a battery 11, a connector 12, a charger / discharger 13, an ECU (Electric Control Unit) 14, a communication device 15, a charging relay 16, an SMR (System Main Relay) 17, and a power output device 18.

[0039] The battery 11 is provided in the electric vehicle 10, and can be charged using electric power supplied from the EVSE 20. The battery 11 can also discharge the electric power of the battery 11 to the EVSE 20.

[0040] The electric vehicle 10 has a plurality of sensors that detect various physical quantities necessary for controlling the electric vehicle 10, such as a monitoring sensor that detects the state (voltage, current, temperature, etc.) of the battery 11. Each of these sensors outputs the detection results to the ECU 14. The battery 11 is an example of a "secondary battery" in the present disclosure.

[0041] The connector 12 is formed so as to be electrically connectable to a power plug 21 of the EVSE 20. A lid is provided on the outer surface of the electric vehicle 10, and the connector 12 is exposed to the outside by opening the lid.

[0042] The charger / discharger 13 and the charging relay 16 are provided between the connector 12 and the battery 11. The charger / discharger 13 is provided between the charging relay 16 and the connector 12.

[0043] The charger / discharger 13 is a device controlled by a control signal from the ECU 14. The charger / discharger 13 converts the power discharged from the battery 11 into power that can be received by the EVSE 20, and transmits the power to the EVSE 20. The charger / discharger 13 includes, for example, a bidirectional AC / DC converter.

[0044] The SMR 17 is provided between a wiring that connects the charging relay 16 and the battery 11, and a power output device 18. The ECU 14 and the communication device 15 are also provided in the electric vehicle 10.

[0045] The ECU 14 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 acquired through the communication device 15. The ECU 14 communicates with the EVSE 20 and the server 400 wirelessly or via a wire using the communication device 15. The ECU 14 is an example of a "control device" in the present disclosure.

[0046] The communication device 15 is an interface for communicating with devices outside the vehicle (such as the grid management server 100, the HEMS controller 204, the mobile terminal 300, and the server 400) via a network. The communication device 15 transmits information received from the ECU 14 to the devices outside the vehicle and transmits information received from the devices outside the vehicle to the ECU 14.

[0047] The EVSE 20 includes a power plug 21. The power plug 21 is configured to be connectable to the connector 12.

[0048] In electric vehicle 10 configured as described above, for example, when battery 11 is being charged, driving of power output device 18 is stopped and SMR 17 is turned OFF.

[0049] Then, the power plug 21 is connected to the connector 12. When the ECU 14 detects that the power plug 21 is connected to the connector 12, it turns on the charging relay 16 and drives the charger / discharger 13. As a result, the power from the power plug 21 is converted by the charger / discharger 13 and supplied to the battery 11. When charging is completed, the ECU 14 stops driving the charger / discharger 13 and turns off the charging relay 16.

[0050] When supplying power from the battery 11 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 in the OFF state. Then, the ECU 14 drives the charger / discharger 13 to supply power from the battery 11 to the EVSE 20 through the connector 12.

[0051] (Electric vehicle 10 charging control flow) Next, a control flow executed by electric vehicle 10, grid management server 100, residence 200, mobile terminal 300, and server 400 will be described with reference to FIGS.

[0052] 3, the user inputs a smart charging setting using the mobile terminal 300. In step S11, the mobile terminal 300 transmits to the server 400 information on the smart charging setting input in step S10.

[0053] In step S12, the server 400 transmits information indicating that smart charging setting has been established to the electric vehicle 10. The electric vehicle 10 stores in the memory of the ECU 14 that the smart charging setting has been established.

[0054] In step S13, the grid management server 100 transmits a first request to the server 400. In step S14, if it is determined that the aggregator managing the server 400 responds to the first request transmitted from the grid management server 100, the server 400 transmits a first response to the grid management server 100. The first response is a signal indicating that the server 400 responds to the first request.

[0055] In step S15, the residence 200 transmits residence power information. The residence power information includes information on each device connected to the HEMS-compatible distribution board 202 (power consumption by the power load equipment 203 and power generation by the solar power generation equipment 206) and the electricity price for power supplied from the power system PG. The residence power information is periodically transmitted until step S35, which will be described later.

[0056] In step S30 shown in FIG. 4, the power plug 21 of the EVSE 20 is connected to the connector 12 of the electric vehicle 10.

[0057] In step S31, the electric vehicle 10 checks whether or not a signal indicating that smart charging is set has been received from the server 400. If the ECU 14 determines that smart charging is not set (No in step S31), the process of the ECU 14 proceeds to step S32. In step S32, the ECU 14 switches the charging relay 16 from OFF to ON, and drives the charger / discharger 13 to charge the battery 11 with the power supplied from the EVSE 20. Then, for example, when the battery 11 is fully charged, the flow ends. On the other hand, if the ECU 14 determines that smart charging is set (Yes in step S31), the process of the ECU 14 proceeds to step S33.

[0058] In step S33, the electric vehicle 10 transmits a vehicle state notification to the server 400. The vehicle state 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 to which the electric vehicle 10 is connected. The information related to the EVSE 20 includes information indicating the upper limit charging power supported by the EVSE 20, information related to the residence 200 to which the EVSE 20 is connected, and the like. The electric vehicle 10 may obtain the information related to the EVSE 20 through a communication line provided in the charging cable.

[0059] In step S34, the server 400 checks whether a vehicle state notification has been received from the electric vehicle 10. If the server 400 determines that a vehicle state notification has not been received (No in step S34), the server 400 processes step S34 again. If the server 400 determines that a vehicle state notification has been received (Yes in step S34), the process of the server 400 proceeds to step S35.

[0060] In step S35, the server 400 creates a charge / discharge plan based on the information acquired from the grid management server 100, the residence 200, the mobile terminal 300, and the electric vehicle 10. Specifically, the acquired information includes at least one of the settings related to smart charging input by the user to the mobile terminal 300, the information of the second request, and the residence power information of the residence 200 to which the EVSE 20 belongs.

[0061] In step S36, the server 400 transmits the charge / discharge plan to the electric vehicle 10. In step S37, the ECU 14 checks whether the charge / discharge plan has been received. If the ECU 14 determines that the charge / discharge plan has been received (Yes in step S37), the process of the ECU 14 proceeds to step S39. If the ECU 14 determines that the charge / discharge plan has not been received (No in step S37), the process of the ECU 14 proceeds to step S38.

[0062] In step S38, the ECU 14 checks whether a certain period of time FP has passed since the plug-in in step S30. If the ECU 14 determines that the certain period of time FP has passed (Yes in step S38), the process of the ECU 14 proceeds to step S32. In step S32, the ECU 14 drives the charger / discharger 13 to charge the battery 11 with the power supplied from the EVSE 20.

[0063] If the ECU 14 determines that the fixed period FP has not elapsed (No in step S10), the ECU 14 executes step S37 again.

[0064] Here, the certain period FP is, for example, about 2 seconds to 15 minutes, and is the period calculated from when the power plug 21 is connected to the connector 12. Setting a limit on the period from when the power plug 21 is connected to the connector 12 until when the charge / discharge plan is received from the server 400 is significant in terms of reducing the number of times the charging relay 16 is activated and ensuring the SOC of the electric vehicle 10.

[0065] The time required by the server 400 to create the charge / discharge plan is 2 seconds or more when the plan is created based only on the timer charge function. When the charge / discharge plan is created based on the eco charge setting, the residential power information, and the second request, the time required by the server 400 to create the charge / discharge plan is 15 minutes or less.

[0066] In step S39, the electric vehicle 10 starts smart charging based on the charge / discharge plan. Specifically, the ECU 14 receives the charge / discharge plan from the server 400 via the communication device 15 and transmits a control command to turn the charging relay 16 ON / OFF in accordance with the charge / discharge plan. The charging relay 16 that receives the control command from the ECU 14 performs an ON / OFF operation based on this control signal. After smart charging is completed, the electric vehicle 10 turns the charging relay 16 OFF, and this flow ends.

[0067] (An example of a charging and discharging plan) Fig. 5 is a diagram showing an example of a charge / discharge plan created by the server 400 according to settings input in advance by the user. Note that the charge / discharge plan shown in Fig. 5 is also formulated taking into consideration various pieces of information set by the user.

[0068] In the charge / discharge plan shown in Fig. 5, the information set by the user includes the scheduled vehicle departure time and the target SOC at the scheduled vehicle departure time. Furthermore, in the example shown in Fig. 5, the information set by the user includes a setting to utilize the battery 11 of the electric vehicle 10 for VPP or V2H during the charging period, and a setting related to the electricity rate. Note that the setting related to the electricity rate is, for example, a setting to keep the electricity rate below a predetermined rate from the time when the power plug 21 is connected to the connector 12 to the scheduled vehicle departure time.

[0069] 5, the scheduled vehicle departure time is time t16, and the target SOC is indicated by the dashed line L2. Then, charging and discharging of the battery 11 is planned so that the SOC of the battery 11 reaches the target SOC at time t16.

[0070] The charge / discharge plan created by the server 400 based on the above-mentioned smart charging setting will be described with reference to FIG.

[0071] Line L1 indicates the SOC value of battery 11 from 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 OFF.

[0072] From time t10 to time t11, charging and discharging of the battery 11 is not performed. That is, the charging relay 16 is maintained OFF. Specifically, after the electrically powered vehicle 10 is connected to the EVSE 20, the electrically powered vehicle 10 receives a charging and discharging plan from the server 400.

[0073] In the example shown in Fig. 5, a charge / discharge plan is received at time t20. After that, the electric vehicle 10 is in standby based on the received charge / discharge plan.

[0074] From time t11 to time t12, the electric vehicle 10 utilizes the battery 11 of the electric vehicle 10 for V2H based on the charge and discharge plan. That is, the ECU 14 switches the charging relay 16 to ON at time t11. Then, the ECU 14 drives the charger / discharger 13 to charge the battery 11 with surplus power of the solar power generation facility 206.

[0075] 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, from time t11 to time t12, the electric power stored in the battery 11 is discharged to the power grid PG by a planned amount.

[0076] From time t13 to time t14, no charging or discharging is performed on the battery 11. Note that even from time t13 to time t14, the charging relay 16 remains ON.

[0077] From time t14 to time t15, the battery 11 is charged up 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 waits again in preparation for departure, and at time t16, the charging and discharging plan ends.

[0078] In the charge / discharge plan shown in Fig. 5, the electricity rate from time t14 to time t15 is cheaper than the electricity rate from time t13 to time t14. Furthermore, the user sets the electricity rate to be the cheapest in the period until the scheduled vehicle departure time. Therefore, in this charge / discharge plan, charging is scheduled from time t14 to time t15.

[0079] (Charge / discharge control system 1 functions) The function of the charge / discharge control system 1 configured as above will be described.

[0080] In conventional electric vehicles, the charging relay is switched ON when the electric vehicle is connected to the EVSE, regardless of whether the electric vehicle has a smart charging setting or not. After that, if the electric vehicle acquires a discharge plan and determines based on that plan that charging or discharging of the electric vehicle at the current time is not necessary, it switches the charging relay OFF.

[0081] As described above, in conventional electric vehicles, when smart charging is implemented, 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.

[0082] According to electric vehicle 10 of the embodiment of the present disclosure, when smart charging is set for electric vehicle 10, charging relay 16 is maintained OFF for a certain period FP even after power plug 21 is connected to connector 12. Therefore, if a charge / discharge plan is received during this certain period FP, charging relay 16 remains OFF until the charging start time in the charge / discharge plan arrives. Therefore, according to electric vehicle 10 according to the present disclosure, the number of times charging relay 16 is turned ON / OFF can be reduced compared to conventional electric vehicles.

[0083] Furthermore, the electric vehicle 10 performs charging and discharging in accordance with a charge and discharge plan created based on the scheduled vehicle departure time of the electric vehicle 10 and the target SOC for the scheduled vehicle departure time set by the user. Note that the user can change the setting input to the mobile terminal 300 to suit his or her own convenience.

[0084] The electric vehicle 10 according to the present disclosure sets a charge and discharge plan in response to a first request (a request for power supply and demand adjustment), and the user can use the VPP and obtain a reward from the server 400.

[0085] In the electric vehicle 10 according to the present disclosure, the fixed period FP is from 2 seconds to 15 minutes. Setting a fixed period is significant in terms of reducing the number of times the charging relay 16 is turned on and off and in terms of ensuring the SOC of the electric vehicle 10 at the time of departure.

[0086] For example, if no lower limit is set for the FP for a certain period of time, when the power plug 21 is connected to the connector 12, the electric vehicle 10 will turn on the charging relay 16 and start charging before the server 400 has completed creating the charging and discharging plan. When the electric vehicle 10 subsequently receives the charging and discharging plan, the electric vehicle 10 will need to drive the charging relay 16 to be OFF in accordance with the charging and discharging plan until charging starts. As a result, there is a risk that the number of times the charging relay 16 is turned on and off will increase.

[0087] Furthermore, if no upper limit is set on the FP for a certain period of time, if the server 400 goes down or there is a communication failure between the communication device 15 and the server 400, the electric vehicle 10 will continue to wait to receive a charge / discharge plan, and there is a risk that the electric vehicle 10 will not be charged at the time of departure.

[0088] In the above embodiment, an example has been shown in which the smart charging setting is performed by inputting the smart charging setting to the mobile terminal 300, but the present disclosure is not limited to this. For example, the electric vehicle 10 may have an HMI device, and the user of the electric vehicle 10 may input the smart charging setting to the HMI device. The information inputted to the HMI device is transmitted to the server 400 by the communication device 15.

[0089] The embodiments disclosed herein should be considered to be illustrative and not restrictive in all respects. The scope of the present disclosure is defined by the scope of the claims, and it is intended to include all modifications within the scope and meaning equivalent to the scope of the claims. [Explanation of symbols]

[0090] 1 Charge / discharge control system, 10 Electric vehicle, 11 Battery, 12 Connector, 13 Charger / discharger, 15 Communication device, 16 Charging relay, 18 Power output device, 21 Power plug, 100 Power system management server, 200 Residence, 201 Smart meter, 202 HEMS-compatible distribution board, 203 Power load equipment, 204 Controller, 206 Photovoltaic power generation equipment, 300 Mobile terminal, 400 Server, FP Fixed period, L1 line, L2 dashed line, S10, S11, S12, S13, S14, S15, S30, S31, S32, S33, S34, S35, S36, S37, S38, S39 Step, t10, t11, t12, t13, t14, t15, t16, t20 Time.

Claims

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

2. The control device is configured to be able to communicate with a server, 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; The electric vehicle according to claim 1 , wherein the control device receives a charge / discharge plan set by the server based on the input information.

3. The control device is configured to be able to communicate with a server, the server sets the charge / discharge plan for the electric vehicle in response to a power supply and demand adjustment request for adjusting power supply and demand in a power grid; The electric vehicle according to claim 1 , wherein the control device receives the charge / discharge plan from the server.

4. The electric vehicle according to claim 2 or 3, wherein the charging relay is turned ON if the charge / discharge plan has not been received after the certain period of time has elapsed.

5. The electric vehicle according to claim 1 , wherein the certain period is from 2 seconds to 15 minutes.

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