Charging management method and charging management device

Abstract

To provide a charging management method that can reduce the load of processing for calculating an amount of power to be received by an electric vehicle before traveling in a traveling reservation in consideration of one or more traveling reservations for the electric vehicle in a predetermined period in future.SOLUTION: A charging management method includes the steps of: acquiring information indicating a differential power obtained by subtracting a current value of total transmission power that is transmitted to a whole load group from the maximum value of the total transmission power that can be transmitted to the whole load group; acquiring reservation information related to one or a plurality of traveling reservations in a future predetermined period of an electric vehicle and a current battery charging amount of the electric vehicle; calculating, when the plurality of traveling reservations are included in the reservation information, a plurality of priorities indicting a level of priority in which power reception of the electric vehicle is given higher priority than power reception of other power reception elements included in the load group on the basis of the reservation information and the battery charging amount; and calculating, on the basis of the differential power and the maximum priority among the plurality of priorities, an amount of power to be received by the electric vehicle before traveling in the traveling reservation.SELECTED DRAWING: Figure 1

Description

Technical Field

[0001] The present invention relates to a charging management method and a charging management device.

Background Art

[0002] Patent Document 1 describes a charging management device that manages the situation of an electric vehicle that is electrically connected to a charging station to charge a battery and can run using the power charged in the battery.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] The charging management device described in Patent Document 1 receives vehicle information including information indicating the distance that an electric vehicle can travel per a predetermined unit of electric energy from each electric vehicle via a network. Further, the charging management device described in Patent Document 1 stores station information including information indicating the charging capacity of the charging station and schedule information including one or more travel reservations in a future predetermined period. Then, based on the vehicle information of each electric vehicle, the information indicating the charging capacity of the charging station, and the schedule information, a target charging amount, which is the remaining charging amount required for each electric vehicle before traveling in the travel reservation, is calculated.

[0005] However, in the invention described in Patent Document 1, the charging management device needs to receive vehicle information from each electric vehicle via a network, and a load is imposed on the charging management device to execute the process of calculating the target charging amount.

[0006] The present invention has been made in view of the above, and an object thereof is to provide a charging management method and a charging management device capable of reducing the load of a process for calculating the amount of power received by an electric vehicle before traveling in a driving reservation in consideration of one or more driving reservations in a future predetermined period of the electric vehicle.

Means for Solving the Problems

[0007] A charging management method and a charging management device according to an aspect of the present invention acquire information indicating differential power obtained by subtracting the current value of the total power transmission sent to the entire load group via a power supply base point from the maximum value of the total power transmission that can be sent to the entire load group via the power supply base point. Further, reservation information regarding one or more driving reservations in a future predetermined period of the electric vehicle and the current battery charge amount of the electric vehicle are acquired. Then, based on the reservation information and the battery charge amount, a plurality of priorities indicating the degree of priority of power reception of the electric vehicle over power reception of other power receiving elements included in the load group are calculated. Based on the differential power and the maximum priority among the plurality of priorities, the amount of power received by the electric vehicle before traveling in the driving reservation is calculated.

Effects of the Invention

[0008] According to one aspect of the present invention, it is possible to reduce the load of a process for calculating the amount of power received by an electric vehicle before traveling in a driving reservation in consideration of one or more driving reservations in a future predetermined period of the electric vehicle.

Brief Description of the Drawings

[0009]

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[0010] Hereinafter, an embodiment of the present invention and its modification examples will be described with reference to the drawings. In the description of the drawings, the same reference numerals are given to the same parts and the description thereof is omitted.

[0011] Referring to FIG. 1, the configuration of a power receiving control device including a charging management device for an electric vehicle (electric vehicle) according to an embodiment and its peripheral devices will be described. The power receiving control device controls the element power received by the electric vehicle EV1 included in the load group 11, which is the power received by the electric vehicle EV1 in a power system that supplies electric energy to a load group 11 including a plurality of electric vehicles (EV1, EV2, EV3, ···) via a power facility 12 (an example of a power supply base point 10), by repeating a predetermined processing cycle.

[0012] The power receiving control device includes a receiving device 21 that receives an electrical signal from the outside, a vehicle state acquisition device 22 that acquires information indicating the state of the electric vehicle EV1, a calculation device 23 that calculates the element power received by the electric vehicle EV1, a reservation information acquisition unit 27 that acquires reservation information 16 for a predetermined future period of the electric vehicle EV1, and a reservation information storage unit 28 that stores the acquired reservation information 16. The electric vehicle EV1 includes a power receiving device 24 that receives power from the outside, a battery 25 that stores the power (element power received) received by the power receiving device 24, and a motor 26 that is driven based on the electrical energy or element power received stored in the battery 25. The charging management device according to an embodiment includes the receiving device 21, the vehicle state acquisition device 22, the calculation device 23, the reservation information acquisition unit 27, and the reservation information storage unit 28. The charging management method by the charging management device according to an embodiment is a charging management method by a charging management device that manages the amount of power received by electric vehicles (electric vehicles) included in a load group 11 in a power system that supplies electric energy to the load group 11 via a power supply base point 10 (power facility 12).

[0013] The "processing cycle" includes processing steps (a) to (g). (a) The receiving device 21 acquires information indicating the differential power (ΔP) obtained by subtracting the current value (Pall_now) of the total power transmission power being sent to the entire load group 11 via the power facility 12 from the maximum value (Pall_max) of the total power transmission power that can be sent to the entire load group 11 via the power facility 12. (b) The vehicle state acquisition device 22 acquires the current battery charge amount (E of the electric vehicle EV1now ) is acquired. (c) The reservation information acquisition unit 27 acquires reservation information 16, which is information regarding one or more driving reservations of the electric vehicle EV1 in a predetermined future period, via the network, and stores the acquired reservation information 16 in the reservation information storage unit 28. (d) When the reservation information includes a plurality of the driving reservations, the computing device 23 calculates the priority (β n ) of the electric vehicle EV1, which indicates the degree to which the power reception of the own vehicle (electric vehicle EV1) is prioritized over the power reception of other electric vehicles (EV2, EV3, ···), based on the reservation information of the electric vehicle EV1 and the current battery charge amount of the electric vehicle EV1. (e) The computing device 23 calculates an element differential power (β△P) by multiplying the differential power (△P) indicated by the acquired information by the calculated priority (β). (f) The computing device 23 updates the element power reception power (Pt+1) by adding the element differential power (β△P) to the element power reception power (Pt) in the previous processing cycle. (g) The computing device 23 controls the electric vehicle EV1 to receive the updated element power reception power (Pt+1).

[0014] Here, in the embodiments, modification examples, and examples, the "electric vehicle" is an example of a "power reception element" that receives power transmitted via the power facility 12. The "power reception elements" include devices and apparatuses equipped with batteries, such as electric vehicles, hybrid vehicles, construction machines, and agricultural machines.

[0015] The "power reception element" indicates a unit configuration of power reception control by the power reception control device. That is, the power reception control according to the embodiments and modification examples is performed in units of power reception elements. For example, for each of a plurality of electric vehicles (EV1, EV2, EV3, ···), the power reception control according to the embodiments, examples, and modification examples is performed independently and in parallel with each other.

[0016] In an embodiment, as an example of a power receiving element, an electric vehicle (EV) that uses electricity as an energy source and runs with a motor 26 as a power source is cited. However, it is not intended to limit the power receiving element in the present invention to an electric vehicle (EV).

[0017] In the embodiment and its modified example, an example where the power receiving control device is mounted on the electric vehicle EV1 will be described. Of course, the power receiving control device may control the power received by the elements of the electric vehicle EV1 from outside the electric vehicle EV1 using short-range wireless communication technologies such as short-range wireless, wireless LAN, wireless WAN, or a mobile phone communication network.

[0018] Also, the configuration of one electric vehicle EV1 among the plurality of electric vehicles (EV1, EV2, EV3, ···) included in the load group 11 will be taken as an example for explanation. However, the other electric vehicles (EV2, EV3, ···) included in the load group 11 also have the same configuration as the electric vehicle EV1.

[0019] The power receiving control device controls the power received by the electric vehicle EV1 via the power facility 12. The electric vehicle EV1 is equipped with a power receiving device 24 called an on-board charger (OBC). The computing device 23 controls the power received by the power receiving device 24 via the power facility 12. The power received by the power receiving device 24 is stored in the battery 25. Alternatively, the electric vehicle EV1 may directly transmit the power received by the power receiving device to the motor 26 as a drive source without storing it in the battery 25.

[0020] The power supplied to the electric vehicle EV1 via the power facility 12 is measured by the current measuring device 13. The power value measured by the current measuring device 13 is transmitted to the differential information transmitting device 14.

[0021] Electric energy is supplied to a plurality of electric vehicles (EV1, EV2, EV3, ···) included in the load group 11 via one power facility 12. Further, electric energy may be supplied via one power facility 12 not only to a plurality of electric vehicles (EV1, EV2, EV3, ···) but also to one or more other power consumption elements 15 included in the load group 11. The plurality of electric vehicles (EV1, EV2, EV3, ···) and one or more other power consumption elements 15 that receive electric energy via the power facility 12 form one group (load group 11).

[0022] The current measuring device 13 measures the current value (Pall_now) of the total power transmission power sent to all the electric vehicles (EV1, EV2, EV3, ···) and other power consumption elements 15 included in one load group 11 via the power facility 12, that is, measures the total power transmission power of the entire load group 11.

[0023] Here, the total power capacity of the load group 11, that is, the maximum value (Pall_max) of the total power transmission power that can be sent to the entire load group 11 via the power facility 12 is predetermined. The power reception control device according to the embodiment controls the element power reception power of the electric vehicle EV1 based on the constraint of the maximum value (Pall_max) of the total power transmission power. For example, the power reception control device controls the power reception power of the electric vehicle EV1 so that the current value (Pall_now) of the total power transmission power measured by the current measuring device 13 does not exceed the maximum value (Pall_max) of the power. Of course, the power reception power of the electric vehicle EV1 may be controlled so as to allow the current value (Pall_now) of the total power transmission power to temporarily exceed the maximum value (Pall_max) of the power.

[0024] As shown in FIG. 1, in this embodiment, a differential information transmission device 14 is communicably connected to each of the power facility 12, the current measurement device 13, and the electric vehicle EV1, either wirelessly or by wire. The power facility 12 transmits an electrical signal indicating the maximum value (Pall_max) of the total transmitted power to the differential information transmission device 14. The current measurement device 13 transmits an electrical signal indicating the current value (Pall_now) of the measured total transmitted power to the differential information transmission device 14.

[0025] The differential information transmission device 14 includes a calculation unit 31 and a transmission unit 32. The calculation unit 31 calculates the differential power (ΔP) by subtracting the current value (Pall_now) of the total transmitted power from the maximum value (Pall_max) of the total transmitted power, as shown in Equation (1). The transmission unit 32 transmits (broadcasts) an electrical signal indicating the differential power (ΔP) to all electric vehicles (EV1, EV2, EV3, ···) included in the load group 11 by mobile communication. The electrical signal indicating the differential power (ΔP) is received by the receiving device 21 and transferred to the calculation device 23. As a result, the power reception control device can obtain information indicating the differential power (ΔP) obtained by subtracting the current value (Pall_now) of the total transmitted power being sent to the entire load group 11 via the power facility 12 from the maximum value (Pall_max) of the total transmitted power that can be sent to the entire load group 11 via the power facility 12.

Equation

[0026] Note that the differential information transmission device 14 uses the transmission unit 32 to transmit (broadcast) information indicating the differential power (ΔP) to the receiving devices 21 of all electric vehicles (EV1, EV2, EV3, ···) included in the load group 11 by wireless communication. Alternatively, wired communication may be used for transmitting the information indicating the differential power (ΔP).

[0027] In the example shown in FIG. 1, the difference information transmitting device 14 may not be provided with a receiving device that receives signals indicating the states of the electric vehicles, such as the charging rate of the battery 25 and the time when power reception ends, transmitted from each electric vehicle. That is, communication between the difference information transmitting device 14 and each electric vehicle may be possible only in one direction, from the difference information transmitting device 14 to each electric vehicle.

[0028] The difference information transmitting device 14 may be, for example, a server connected to the power facility 12, the current measuring device 13, and the load group 11 via a computer network. Alternatively, the difference information transmitting device 14 may be configured as a part of the power facility 12.

[0029] The vehicle state acquisition device 22 acquires information representing the state of the electric vehicle EV1. For example, the "state of the electric vehicle EV1" means acquiring the current battery charge amount (Enow) of the battery 25 of the electric vehicle EV1. Further, the vehicle state acquisition device 22 acquires power consumption information indicating the distance that the electric vehicle EV1 can travel per a predetermined unit of electric energy. In the following description, the current battery charge amount of the battery 25 of the electric vehicle EV1 is referred to as the "current battery charge amount of the electric vehicle EV1".

[0030] The reservation information acquisition unit 27 acquires reservation information 16, which is information regarding one or more travel reservations of the electric vehicle EV1 in a future predetermined period, from an external server or the like via a network. The reservation information 16 of the electric vehicle EV1 includes information regarding the distance that the electric vehicle EV1 travels and the time that the electric vehicle EV1 travels in each of the one or more travel reservations. For example, as shown in FIG. 2, the reservation information 16 includes information such as "reservation ID", "vehicle No.", "user ID", "travel area", "rental date and time", "return date and time", etc. as reservation information for each of the electric vehicles EV1 to EV4 over a future predetermined time (for example, three days).

[0031] The "reservation ID" is information for identifying each driving reservation. The "vehicle number" is information for identifying electric vehicles EV1 to EV4 targeted by each driving reservation. The "driving area" is, for example, information indicating, in ascending order of distance, the distances traveled by electric vehicles EV1 to EV4 targeted in the driving reservation in three levels: "within the city", "within the prefecture", and "outside the prefecture". Note that the information on the "driving area" is an example, and the reservation information only needs to include information on the distances traveled by electric vehicles EV1 to EV4 targeted in the driving reservation. The "rental date and time" is information indicating the scheduled start date and time when electric vehicles EV1 to EV4 targeted in the driving reservation are rented to the user and start driving. The "return date and time" is information indicating the scheduled end date and time when electric vehicles EV1 to EV4 rented to the user in the driving reservation are returned and the driving ends.

[0032] When the reservation information acquisition unit 27 finds information regarding its own (electric vehicle EV1) driving reservation in the reservation information 16, it extracts the information regarding its own driving reservation and stores it in the reservation information storage unit 28. For example, as shown in FIG. 3, from the reservation information 16 shown in FIG. 2, the information of reservation IDs "1", "3", and "7", which are the driving reservations of electric vehicle EV1, is extracted and stored in the reservation information storage unit 28 as driving reservation Nos. B1 to B3. In the following description, the reservation information stored in the reservation information storage unit 28 is referred to as stored reservation information.

[0033] When the calculation device 23 finds its own (electric vehicle EV1) driving reservation in the reservation information 16, it calculates a priority indicating the degree to which its own power reception is prioritized over the power reception of other power receiving elements (electric vehicles EV2 to EV4) included in the load group 11 based on the stored reservation information and the current battery charge level (E now ) of the electric vehicle EV1. When the calculation device 23 finds a plurality of its own (electric vehicle EV1) driving reservations in the reservation information 16, it calculates a plurality of priorities based on the stored reservation information and the current battery charge level (E now ) of the electric vehicle EV1. Note that when the calculation device 23 does not find its own driving reservation in the reservation information 16, it uses the current battery charge level (E nowCalculate the priority (β) based on

[0034] (Method for calculating priority) An example of a method for calculating the priority (β) when the driving reservation of the self (electric vehicle EV1) is included in the reservation information 16 will be described with reference to FIGS. 4 to 6. The upper diagram in FIG. 4 is a graph showing the transition of the battery charge amount of the electric vehicle EV1 considering the driving reservations B1 to B3 included in the storage reservation information in FIG. 3. FIG. 4 shows a case where the current time has not exceeded the scheduled start date and time of the first driving reservation B1 included in the plurality of driving reservations B1 to B3, and the electric vehicle EV1 has not started driving.

[0035] In FIG. 4, the calculation device 23 calculates the reserved power consumption amounts (E1 to E3) that are the power used by the electric vehicle EV1 during driving in each of the driving reservations B1 to B3 based on the information of the "driving area" of each of the driving reservations B1 to B3 included in the storage reservation information and the electricity cost information of the electric vehicle EV1. That is, the reserved power consumption amounts (E1 to E3) are the battery charge amounts required by the electric vehicle EV1 at the lending date and time (start of driving) in each of the driving reservations B1 to B3.

[0036] Further, the calculation device 23 calculates the chargeable times T1 to T3 during which the electric vehicle EV1 can be charged before driving in each of the driving reservations B1 to B3 based on the information of the "lending date and time" and "return date and time" included in the storage reservation information.

[0037] In the example of FIG. 4, it is assumed that the battery charge amount of the electric vehicle EV1 becomes 0 at the end of each of the driving reservations B1 to B3, that is, at the return date and time of each of the driving reservations B1 to B3. In FIG. 4, the calculation device 23 determines the current battery charge amount (E nowFrom , a vector A connecting from to the power consumption E1 at the time of reservation on the lending date and time of the driving reservation B1 is extracted. Also, in FIG. 4, the calculation device 23 extracts a vector B connecting from the battery charge amount at the return date and time of the driving reservation B1 of the electric vehicle EV1 to the power consumption E2 at the time of reservation on the lending date and time of the driving reservation B2. Further, in FIG. 4, the calculation device 23 extracts a vector C connecting from the battery charge amount at the return date and time of the driving reservation B2 of the electric vehicle EV1 to the power consumption E3 at the time of reservation on the lending date and time of the driving reservation B3.

[0038] As shown in the lower diagram of FIG. 4, the calculation device 23 obtains a vector A + B obtained by synthesizing the extracted vector A and the extracted vector B, and a vector A + B + C obtained by synthesizing the synthesized vector A + B and the extracted vector C.

[0039] Then, as shown in the upper graph of FIG. 5, when the vectors A, A + B, and A + B + C are shown as position vectors on a two-dimensional coordinate, the calculation device 23 calculates angles θ1 to θ3 which are the angles formed by each of the vectors A, A + B, and A + B + C and the x-axis. The angles θ1 to θ3 are calculated by the following equation (2) when the x-components of the vectors A, A + B, and A + B + C are Tθ1 to Tθ3 and the y-components are Eθ1 to Eθ3.

Equation

[0040] The x-component Tθ1 of the vector A is the chargeable time T1 in FIG. 4. The y-component Eθ1 of the vector A is the value obtained by subtracting the battery charge amount E now from the power consumption E1 at the time of reservation in FIG. 4. Therefore, the angle θ1 is calculated by the following equation (3).

Equation

[0041] The x-component Tθ2 of the vector A + B is the sum of the x-component Tθ1 (= T1) of the vector A and the chargeable time T2 in FIG. 4. The y-component Eθ2 of the vector A + B is the sum of the y-component Eθ1 (= E1 - E now ) of the vector A and the reserved power consumption E2 in FIG. 4. Therefore, the angle θ2 is calculated by the following equation (4). [Equation]

[0042] Also, the x-component Tθ3 of the vector A + B + C is the sum of the x-component Tθ2 (= T1 + T2) of the vector A + B and the chargeable time T3 in FIG. 4. The y-component Eθ3 of the vector A + B + C is the sum of the y-component Eθ2 (= (E1 - E now ) + E1) of the vector A + B and the reserved power consumption E3 in FIG. 4. Therefore, the angle θ3 is calculated by the following equation (5). [Equation]

[0043] The calculation device 23 calculates a plurality of priorities β1 to β3 corresponding to each of the calculated angles θ1 to θ3 based on the angles θ1 to θ3 calculated by the equations (3) to (4) and a first priority calculation table stored in advance for calculating the priority based on the angle.

[0044] FIG. 6 shows a graph which is an example of the first priority calculation table. As shown in FIG. 6, in the first priority calculation table, the horizontal axis represents the angle and the vertical axis represents the value of the priority. In the first priority calculation table, when the angle θ n is "0 degrees", the priority β n is "0", and when the angle θ n is "90 degrees", the priority β n is "1". In the first priority calculation table, the higher the angle θ n , the higher the priority.

[0045] The calculation device 23 selects the maximum priority among the calculated priorities β1 to β3 as the priority (β) of the electric vehicle EV1. In the example of FIG. 4, since the priority β2 corresponding to the maximum angle θ2 among the angles θ1 to θ3 is the maximum, the calculation device 23 selects the priority β2.

[0046] Next, an example of a method for calculating the priority (β) when the travel reservation of the self (electric vehicle EV1) is not included in the reservation information 16 will be described with reference to FIG. 7. When the travel reservation of the self is not included in the reservation information 16, the calculation device 23 calculates the priority (β) based on the current battery charge amount (E now ) of the electric vehicle EV1.

[0047] FIG. 7 shows a graph which is an example of a second priority calculation table for calculating the priority (β) based on the current battery charge amount (E now ). As shown in FIG. 7, in the second priority calculation table, the horizontal axis represents the battery charge amount and the vertical axis represents the priority. In the second priority calculation table, the lower the current battery charge amount (E now ), the higher the priority.

[0048] As shown in Equation (6), the calculation device 23 calculates the element differential power (βΔP) by multiplying the differential power (ΔP) by the priority (β) calculated as described above, and updates the element received power (Pt+1) by adding the element differential power (βΔP) to the element received power (Pt) in the previous processing cycle. Note that the subscripts (lower right characters) "t" and "t + 1" of the symbol "P" indicating the element received power indicate the number of repetitions of the "processing cycle". t is a positive integer including zero.

Equation

[0049] The calculation device 23 transmits an instruction signal to the power receiving device 24 so that the power receiving device 24 receives the updated element received power (Pt+1), and the power receiving device 24 that has received the instruction signal receives the updated element received power (Pt+1) via the power facility 12.

[0050] The power reception control device controls the power (element power reception power Pt) received by the power reception device 24 of the electric vehicle EV1 by repeatedly executing a "processing cycle" including the processing steps (a) to (g) at a constant cycle.

[0051] With reference to the flowchart of FIG. 8, an example of the power reception control method by the power reception control device of FIG. 1 will be described. Those skilled in the art can easily understand the specific procedure of the power reception processing method by the power reception control device from the description of the specific configuration and functions of the power reception control device of FIG. 1. Therefore, here, as the power reception processing method by the power reception control device of FIG. 1, the main processing operations of the power reception control device will be described, and the description of the detailed processing operations is omitted because it overlaps with the description with reference to FIG. 1.

[0052] First, in step S01, the receiving device 21 acquires information indicating the differential power (ΔP) calculated by the calculation unit 31. Proceeding to step S02, the vehicle state acquisition device 22 acquires, as an example of information indicating the state of the electric vehicle EV1, information indicating the current battery charge amount (E now ) of the battery 25 of the electric vehicle EV1 and electricity charge information indicating the distance that the electric vehicle EV1 can travel per a predetermined unit power amount.

[0053] Proceeding to step S03, the power reception control device determines whether to continue power reception. For example, when an instruction signal to end power reception is received from the user of the electric vehicle EV1 (NO in step S03), the continuation of power reception is terminated. Or when the disconnection of the charging port is detected (NO in step S03), within several minutes from then, since the possibility that the electric vehicle EV1 starts moving increases, the continuation of power reception is terminated. If these situations do not exist (YES in step S03), the power reception control device proceeds to step S04 to continue power reception.

[0054] In step S04, the calculation device 23 calculates the priority (β) of the electric vehicle EV1 based on the reservation information 16 and the current battery charge amount (E now ) of the electric vehicle EV1.

[0055] Here, with reference to the flowchart of FIG. 9, an example of the operation of calculating the priority (β) in step S4 of FIG. 8 will be described. First, in step S41, the reservation information acquisition unit 27 acquires reservation information 16 for a future predetermined period of the electric vehicle EV1 via the network.

[0056] Proceeding to step S42, when the reservation information acquisition unit 27 determines that the reservation information 16 includes information regarding its own (electric vehicle EV1) driving reservation (YES in step S42), it extracts the information regarding its own driving reservation from the reservation information 16 and stores it in the reservation information storage unit 28. Then, it proceeds to step S43. On the other hand, when the reservation information 16 does not include information regarding its own driving reservation (NO in step S42), it proceeds to step S47.

[0057] In step S43, the calculation device 23 calculates the reserved power consumption (E n ) used by the electric vehicle EV1 during driving for each driving reservation based on the stored reservation information and the electric power information of the electric vehicle EV1.

[0058] Proceeding to step S44, the calculation device 23 calculates the chargeable time (Tn) during which the electric vehicle EV1 can be charged before driving for each driving reservation based on the stored reservation information.

[0059] Proceeding to step S45, the calculation device 23 calculates a plurality of priorities (β now ) based on the current battery charge level (E n ) of the electric vehicle EV1, the reserved power consumption (E n ), and the chargeable time (Tn). Note that the calculation device 23 may calculate a plurality of priorities β now based on at least one of the current battery charge level (E n ) of the electric vehicle EV1 and the reserved power consumption (E n ).

[0060] Proceeding to step S46, the calculation device 23 sorts the calculated plurality of priorities (β n) Select the highest priority among them, and as the priority (β) of the electric vehicle EV1, end the process of FIG. 9.

[0061] In step S47, the computing device 23 calculates the priority (β) based on the current battery charge amount (E now ) and ends the process of FIG. 9.

[0062] Thereafter, proceed to step S05 in FIG. 8, and the computing device 23 updates the element power reception (Pt+1) by substituting the differential power (ΔP) and the priority (β) into equation (6).

[0063] Proceed to step S06, and the computing device 23 controls the power reception device 24 so that the power reception device 24 receives the updated element power reception (Pt+1). The power reception control device controls the element power reception (P) by repeatedly executing the processing cycle with steps S01 to S06 as a unit until it is determined NO in step S03.

[0064] (Function and effect) As described above, the charging management method by the charging management device according to an embodiment acquires information indicating the differential power obtained by subtracting the current value of the total power transmission sent to the entire load group via the power supply base point (the maximum value of the total power transmission that can be sent to the entire load group via the power facility) from the total power transmission currently being sent to the entire load group via the power supply base point. The charging management method by the charging management device according to an embodiment acquires the current battery charge amount of the electric vehicle (electric vehicle EV1) and reservation information which is information regarding one or a plurality of driving reservations in a future predetermined period of the electric vehicle. When the reservation information 16 includes a plurality of driving reservations, the charging management method by the charging management device according to an embodiment calculates a plurality of priorities indicating the degree of priority of power reception of the electric vehicle over the power reception of other power reception elements (electric vehicles EV2, EV3, ···) included in the load group based on the reservation information and the battery charge amount. The charging management method by the charging management device according to an embodiment calculates the amount of power received by the electric vehicle before the start of driving in the driving reservation based on the differential power (ΔP) and the highest priority among the plurality of priorities.

[0065] According to the charging management method according to an embodiment, when a plurality of travel reservations are included in the reservation information broadcasted by each electric vehicle, the computing device 23 can calculate a plurality of priorities indicating the degree to which its own power reception is prioritized over the power reception of other power receiving elements included in the load group based on the reservation information. Then, based on the maximum priority among the calculated plurality of priorities, the amount of power received by the electric vehicle before traveling in its own travel reservation can be calculated. Further, in the charging management method according to an embodiment, the computing device 23 calculates its own priority (β) based on the reservation information and the battery charge amount. Therefore, without relying on predictions such as the future available charging power in the power system, the amount of power received by the electric vehicle can be calculated based on the calculated priority (β) and the currently available differential power (ΔP). Thereby, considering one or more travel reservations of each electric vehicle in a future predetermined period, the load of the process of calculating the amount of power received by the electric vehicle before traveling in the travel reservation can be reduced.

[0066] Further, in the charging management method by the charging management device according to an embodiment, when the reservation information does not include a travel reservation of the electric vehicle in a future predetermined period, the priority is calculated based on the current battery charge amount of the electric vehicle, and based on the calculated priority, the amount of power received by the electric vehicle before the start of travel in the travel reservation is calculated.

[0067] According to the charging management method according to an embodiment, even when the reservation information does not include a travel reservation of the electric vehicle in a future predetermined period, the priority of the electric vehicle can be calculated, and the amount of power received by the electric vehicle can be calculated.

[0068] In addition, the reservation information includes information regarding the distance traveled by the electric vehicle and the time taken for the electric vehicle to travel in each of one or more driving reservations. In the charging management method according to one embodiment, based on the reservation information, the amount of power to be used during driving in the driving reservation (hereinafter referred to as the "reservation power consumption") and the chargeable time during which the electric vehicle can be charged before the driving in the driving reservation are calculated. The charging management method according to one embodiment calculates a plurality of priorities based on the calculated reservation power consumption and chargeable time, and the current battery charge level of the electric vehicle. Note that the charging management method according to one embodiment may calculate a plurality of priorities based on either the calculated reservation power consumption or the chargeable time, and the current battery charge level of the electric vehicle.

[0069] According to the charging management method according to one embodiment, a plurality of priorities can be calculated based on at least one of the reservation power consumption or the chargeable time, and the current battery charge level of the electric vehicle.

[0070] (First Modification Example) Next, a first modification example according to the present embodiment will be described. In the present embodiment, as shown in FIG. 4, an example of calculating the priority (β) of the electric vehicle EV1 when the current time is before the scheduled start date and time when the electric vehicle EV1 is lent to the user and starts driving has been described. However, there may be a case where the current time exceeds the scheduled start date and time of the first driving reservation included in one or more driving reservations, and the electric vehicle EV1 has not started driving even before the scheduled end date and time of the first driving reservation. In this case, the calculation device 23 calculates a plurality of priorities Bn based on the current battery charge level (E now ) of the electric vehicle EV1, the reservation power consumption used by the electric vehicle EV1 during driving in the driving reservations after the first driving reservation, and the chargeable time during which the electric vehicle EV1 can be charged before the driving in the driving reservations after the first driving reservation.

[0071] The upper diagrams of FIGS. 10 and 11 are graphs showing the transition of the battery charge level of the electric vehicle EV1 in consideration of the driving reservations B1 to B3 included in the storage reservation information. FIG. 10 shows a case where the current time has exceeded the scheduled start date and time of the driving reservation B1 (the first driving reservation) included in the driving reservation and the electric vehicle EV1 has not started driving even at a time before the scheduled end date and time of the first driving reservation. In FIG. 10, the current battery charge level (E now ) of the electric vehicle EV1 has already satisfied the power consumption E1 used at the time of reservation in the driving reservation B1.

[0072] In FIG. 10, the calculation device 23 calculates a plurality of priorities β now ) based on the current battery charge level (E 2、 β3 of the electric vehicle EV1, the power consumption E1 to E3 used at the time of reservation calculated in the same manner as in FIG. 4, and the chargeable times T2 and T3 before driving in the driving reservations B2 and B3 included in the driving reservation.

[0073] In the example of FIG. 10, the battery charge level of the electric vehicle EV1 at the end of the driving reservation B1, that is, at the return date and time of the driving reservation B1, is the value obtained by subtracting the power consumption E1 used at the time of reservation from the current battery charge level E now of the electric vehicle EV1 (E now - E1). Also, it is assumed that the battery charge level of the electric vehicle EV1 becomes 0 at the end of each driving reservation B2 and B3, that is, at the return date and time of each driving reservation B2 and B3. In FIG. 10, the calculation device 23 extracts a vector B connecting from the battery charge level (E now - E1) of the electric vehicle EV1 at the return date and time of the driving reservation B1 to the power consumption E2 used at the time of reservation at the lending date and time of the driving reservation B2. Further, in FIG. 10, the calculation device 23 extracts a vector C connecting from the battery charge level of the electric vehicle EV1 at the return date and time of the driving reservation B2 to the power consumption E3 used at the time of reservation at the lending date and time of the driving reservation B3.

[0074] As shown in the lower diagram of FIG. 10, the calculation device 23 obtains a vector B + C obtained by synthesizing the extracted vector B and the extracted vector C.

[0075] Then, when the computing device 23 shows the vectors B and B + C as position vectors on a two-dimensional coordinate, it calculates the angles θ2 and θ3, which are the angles formed by each of the vectors B and B + C and the x-axis. The angles θ2 and θ3 are calculated by the above-mentioned equation (2).

[0076] Here, the x-component Tθ2 of the vector B is the chargeable time T2 in FIG. 10. The y-component Eθ2 of the vector B is the value obtained by subtracting the battery charge amount (E now - E1) at the return date and time of the driving reservation B1 from the reserved power consumption (E2) in FIG. 10. Therefore, the angle θ2 is calculated by the following equation (7).

Equation

[0077] Also, the x-component Tθ3 of the vector B + C is the sum of the x-component Tθ2 (= T2) of the vector B and the chargeable time T3 in FIG. 10. The y-component Eθ3 of the vector B + C is the sum of the y-component Eθ2 (= E2 - (E now - E1)) of the vector B and the reserved power consumption E3 in FIG. 10. Therefore, the angle θ3 is calculated by the following equation (8).

Equation

[0078] Based on the calculated angles θ2 and θ3 and the first priority calculation table shown in FIG. 6, the computing device 23 calculates a plurality of priorities β2 and β3 corresponding to each of the calculated angles θ1 to θ3.

[0079] The computing device 23 selects the maximum priority among the calculated multiple priorities β2 and β3 as the priority (β) of the electric vehicle EV1. In the example of FIG. 10, since the priority β2 corresponding to the maximum angle θ2 among the angles θ2 and θ3 is the maximum, the computing device 23 selects the priority β2.

[0080] On the other hand, FIG. 11 shows a case where the current time has exceeded the scheduled start date and time of driving reservation B1 included in one or more driving reservations, and the electric vehicle EV1 has not started driving even at a time before the scheduled end date and time of the first driving reservation.

[0081] In FIG. 11, the current battery charge level (E now ) of the electric vehicle EV1 does not satisfy the power consumption E1 used at the time of reservation in the driving reservation B1. Therefore, in FIG. 11, it is necessary for the current battery charge level (E now ) of the electric vehicle EV1 to satisfy the power consumption E1 used at the time of reservation in the driving reservation B1 as soon as possible. In FIG. 11, the computing device 23 calculates a plurality of priorities β1 to β3 based on the current battery charge level (E now ) of the electric vehicle EV1, the power consumptions E1 to E3 used at the time of reservation calculated in FIG. 4, and the chargeable times T1 to T3.

[0082] In the example of FIG. 11, it is assumed that the battery charge level of the electric vehicle EV1 becomes "0" at the end of each driving reservation B1 to B3, that is, at the return date and time of each driving reservation B1 to B3. In FIG. 11, the computing device 23 extracts a vector A connecting from the current battery charge level (E now ) of the electric vehicle EV1 to the power consumption (E1) used at the time of reservation of the driving reservation B1 at the current date and time. Further, in FIG. 11, the computing device 23 extracts a vector B connecting from the battery charge level at the return date and time of the driving reservation B1 of the electric vehicle EV1 to the power consumption (E2) used at the time of reservation at the lending date and time of the driving reservation B2. Furthermore, in FIG. 11, the computing device 23 extracts a vector C connecting from the battery charge level at the return date and time of the driving reservation B2 of the electric vehicle EV1 to the power consumption (E3) used at the time of reservation at the lending date and time of the driving reservation B3.

[0083] As shown in the lower figure of FIG. 11, the computing device 23 obtains a vector A + B obtained by synthesizing the extracted vector A and the extracted vector B, and a vector A + B + C obtained by synthesizing the synthesized vector A + B and the extracted vector C.

[0084] Then, similar to FIGS. 4 to 6, when the computing device 23 shows the vectors A, A + B, and A + B + C as position vectors on a two-dimensional coordinate, it calculates the angles θ1 to θ3 which are the angles formed by each of the vectors A, A + B, and A + B + C with the x-axis, and based on the calculated angles θ1 to θ3 and the first priority calculation table shown in FIG. 6, it calculates a plurality of priorities β1 to β3 corresponding to each of the calculated angles θ1 to θ3.

[0085] The computing device 23 selects the maximum priority among the calculated plurality of priorities β1 to β3 as the priority (β) of the electric vehicle EV1. In the example of FIG. 11, since the angle θ1 is 90 degrees and the priority β1 corresponding to the angle θ1 is the maximum, the computing device 23 selects the priority β1.

[0086] (Operation and effect of the first modified example) As described above, in the first modified example of the present embodiment, the reservation information further includes information indicating the scheduled start date and time when the electric vehicle starts traveling and the scheduled end date and time when the electric vehicle ends traveling in each of the one or more travel reservations. When the current time exceeds the scheduled start date and time of the first travel reservation included in the one or more travel reservations and is before the scheduled end date and time of the first travel reservation, and the electric vehicle has not started traveling, the charging management method according to the first modified example of one embodiment calculates a plurality of priorities based on the current battery charge amount of the electric vehicle, the reserved power consumption amount used by the electric vehicle during traveling in the travel reservations after the first travel reservation, and the chargeable time during which the electric vehicle can be charged before traveling in the travel reservations after the first travel reservation.

[0087] According to the charging management method according to the first modification of the present embodiment, the priority of the electric vehicle when the scheduled start date and time of the first driving reservation is exceeded is determined based on the current battery charge amount, the power consumption at the time of reservation, and the chargeable time in the driving reservations after the first driving reservation. As a result, when the battery charge amount does not satisfy the power consumption at the time of reservation, the self-priority can be calculated to be higher than when the power consumption at the time of reservation is satisfied. Even when the power consumption at the time of reservation of the first driving reservation has already been satisfied when the scheduled start date and time of the first driving reservation is exceeded, if there is a margin in the power that the power system can supply, the electric vehicle can receive power, so that it can be charged with a margin with respect to the power consumption at the time of reservation. Thereby, it may be possible to cope even when a driving reservation is suddenly added to the electric vehicle.

[0088] (Second Modification) Next, a second modification according to the present embodiment will be described. In the present embodiment and its first modification, an example of calculating the priority (β) of the electric vehicle EV1 regardless of the value of the current battery charge amount (E now ) of the electric vehicle EV1 has been described. Also, in the present embodiment and its first modification, an example of calculating the priority β of the electric vehicle EV1 has been described assuming that the battery charge amount of the electric vehicle EV1 becomes "0" at the return date and time of each driving reservation. However, in order to secure a certain buffer in the battery charge amount of the electric vehicle EV1, the calculation device 23 may calculate a plurality of priorities β now so that when the current battery charge amount (E n ) of the electric vehicle EV1 is less than a predetermined value, it becomes higher than when the battery charge amount is greater than or equal to the predetermined value.

[0089] For example, in FIG. 12, at the end of each driving reservation B1 to B3, that is, at the return date and time of each driving reservation B1 to B3, it is assumed that the battery charge amount of the electric vehicle EV1 becomes a predetermined value. The calculation device 23 calculates angles θ1 to θ3 in FIG. 12 in the same manner as in FIG. 4.

[0090] In FIG. 12, the computing device 23 calculates a plurality of priorities β1 to β3 corresponding to each of the calculated angles θ1 to θ3 based on the calculated angles θ1 to θ3 and a third priority calculation table stored in advance for calculating priorities based on the angles.

[0091] FIG. 13 shows a graph that is an example of the third priority calculation table. As shown in FIG. 13, the third priority calculation table has the angle on the horizontal axis and the priority on the vertical axis. The third priority calculation table shows that when the current battery charge amount (E now ) is less than a predetermined value BTh and the angle θ n is "0 degrees", the priority β n becomes a predetermined value "a". When the current battery charge amount (E now ) is less than a predetermined value BTh and the angle θ n is "90 degrees", the priority β n becomes "1". The third priority calculation table shows that when the current battery charge amount (E now ) is greater than or equal to a predetermined value BTh and the angle θ n is "0 degrees", the priority β n becomes "0". When the current battery charge amount (E now ) is greater than or equal to a predetermined value BTh and the angle θ n is "90 degrees", the priority β n becomes a predetermined value "a". Note that the value of the predetermined value "a" is not particularly limited. In the third priority calculation table, the larger the angle θ n , the higher the priority β n .

[0092] When the current battery charge amount (E now ) is less than a predetermined value BTh, the computing device 23 calculates a plurality of priorities β1 to β3 corresponding to each of the calculated angles θ1 to θ3 based on the calculated angles θ1 to θ3 and the upper table of the third priority calculation table in FIG. 13. On the other hand, when the current battery charge amount (E nowWhen [[ID=]] is equal to or greater than a predetermined value BTh, the calculation device 23 calculates a plurality of priorities β1 to β3 corresponding to each of the calculated angles θ1 to θ3 based on the calculated angles θ1 to θ3 and the lower table of the third priority calculation table in FIG. 13.

[0093] The calculation device 23 selects the maximum priority among the calculated priorities β1 to β3 as the priority (β) of the electric vehicle EV1.

[0094] (Operation and effect of the second modification example) As described above, according to the second modification example of the present embodiment, when the current battery charge amount of the electric vehicle is less than the predetermined value, a plurality of priorities are calculated so as to be higher than when the battery charge amount is equal to or greater than the predetermined value. Thereby, the charging management method according to the embodiment can preferentially charge the electric vehicle when the current battery charge amount of the electric vehicle is less than the predetermined value.

[0095] As described above, the embodiments of the present invention have been described. However, it should not be understood that the discussions and drawings forming a part of this disclosure limit the present invention. Various alternative embodiments, examples, and operation techniques will be apparent to those skilled in the art from this disclosure.

[0096] For example, in the present embodiment, its first and second modification examples, when the current battery charge amount (E now ) is fully charged and already satisfies the power consumption at the time of reservation in each travel reservation, the angle θ n becomes a negative value. Therefore, instead of the first and third priority calculation tables as shown in FIG. 6 or FIG. 13, the calculation device 23 may calculate a plurality of priorities β1 to β3 corresponding to each of the calculated angles θ1 to θ3 using the fourth priority calculation table shown in FIG. 14.

[0097] FIG. 14 shows a graph which is an example of the fourth priority calculation table. In the fourth priority calculation table, the horizontal axis represents the angle and the vertical axis represents the priority. In the fourth priority calculation table, when the angle θ n becomes "-90 degrees", the priority β nbecomes "0". Also, in the fourth priority calculation table, when the angle θ n becomes "0 degrees", the priority β n becomes a predetermined value "b". As the angle θ n increases, the priority β n increases. When the current battery charge amount (E now ) is less than a predetermined value BTh and the angle θ n becomes "0 degrees", the priority β n becomes a predetermined value "a". When the current battery charge amount (E now ) is less than a predetermined value BTh and the angle θ n becomes "90 degrees", the priority β n becomes "1". The fourth priority calculation table shows that when the current battery charge amount (E now ) is greater than or equal to a predetermined value BTh and the angle θ n becomes "0 degrees", the priority β n becomes a predetermined value "b". When the current battery charge amount Enow is greater than or equal to a predetermined value BTh and the angle θ n becomes "90 degrees", the priority β n becomes a predetermined value "a". Note that the values of the predetermined values "a" and "b" are not particularly limited.

Explanation of Signs

[0098] 10 Power supply base point 11 Load group 12 Power equipment (power supply base point) 15 Other power consumption elements (power receiving elements) 16 Reservation information B1~B3 Travel reservation EV1~EV4 Electric vehicle (electric vehicle) E now Current battery charge amount Pall_max Maximum value of total power transmission Pall_now Current value of total power transmission Pt Element power receiving power (electric energy amount) β Priority β△P Element differential power △P Differential power

Claims

1. In a power system that supplies electrical energy to a load group including a plurality of power receiving elements via a power supply base point, a charging management method by a charging management device that manages the amount of power received by an electric vehicle included in the load group, comprising: Obtaining information indicating differential power obtained by subtracting the current value of the total power transmission sent to the entire load group via the power supply base point from the maximum value of the total power transmission that can be sent to the entire load group via the power supply base point; Obtaining reservation information, which is information regarding one or more driving reservations in a future predetermined period of the electric vehicle, and the current battery charge amount of the electric vehicle; When the reservation information includes a plurality of the driving reservations, calculating a plurality of priorities indicating the degree of priority of power reception by the electric vehicle over power reception by other power receiving elements included in the load group based on the reservation information and the battery charge amount; Calculating the amount of power received by the electric vehicle before driving in the driving reservation based on the differential power and the highest priority among the plurality of priorities; Charging management method.

2. The reservation information includes information regarding the distance traveled by the electric vehicle and the time taken for the electric vehicle to travel in each of the one or more driving reservations; Based on the reservation information, calculating the power consumption during driving in the driving reservation and the chargeable time during which the electric vehicle can be charged before driving in the driving reservation; Calculating the plurality of priorities based on at least one of the calculated power consumption during reservation or the chargeable time and the current battery charge amount of the electric vehicle; The charging management method according to claim 1.

3. The reservation information includes information regarding the distance traveled by the electric vehicle and the time taken for the electric vehicle to travel in each of the one or more driving reservations; Based on the reservation information, calculating the power consumption during driving in the driving reservation and the chargeable time during which the electric vehicle can be charged before driving in the driving reservation; Calculating the plurality of priorities based on the calculated power consumption during reservation, the chargeable time, and the current battery charge amount of the electric vehicle; The charging management method according to claim 1.

4. The reservation information further includes information indicating a scheduled start date and time at which the electric vehicle is scheduled to start traveling and a scheduled end date and time at which the electric vehicle is scheduled to end traveling in each of the one or more travel reservations. When the current time exceeds the scheduled start date and time of a first travel reservation included in a plurality of the travel reservations, and is a time before the scheduled end date and time of the first travel reservation, and the electric vehicle has not started traveling, Based on the current battery charge amount of the electric vehicle, the reserved power consumption amount used by the electric vehicle during traveling in travel reservations after the first travel reservation, and the chargeable time during which the electric vehicle can be charged before traveling in travel reservations after the first travel reservation, a plurality of the priorities are calculated. The charging management method according to claim 2 or 3.

5. When the reservation information does not include the travel reservation of the electric vehicle in a predetermined future period, the priority is calculated based on the current battery charge amount of the electric vehicle. Based on the calculated priority, the amount of power received by the electric vehicle at the start of traveling in the travel reservation is calculated. The charging management method according to claim 1.

6. When the current battery charge amount of the electric vehicle is less than a predetermined value, a plurality of the priorities are calculated so as to be higher than when the battery charge amount is equal to or more than the predetermined value. The charging management method according to claim 1.

7. A charging management device that manages the amount of power received by an electric vehicle included in a load group in a power system that supplies electrical energy via a power supply base point to a load group including a plurality of power receiving elements, A differential power acquisition unit that acquires information indicating differential power obtained by subtracting the current value of the total power transmission power being sent to the entire load group via the power supply base point from the maximum value of the total power transmission power that can be sent to the entire load group via the power supply base point; A reservation information acquisition unit that acquires reservation information that is information regarding one or more travel reservations of the electric vehicle in a predetermined future period; A vehicle state acquisition unit that acquires the current battery charge amount of the electric vehicle. When a plurality of the driving reservations are included in the reservation information, a plurality of priorities indicating the degree of priority of power reception of the electric vehicle over power reception of other power receiving elements included in the load group are calculated based on the reservation information and the battery charge amount, and based on the differential power and the maximum priority among the plurality of priorities, a calculation unit that calculates the amount of power received by the electric vehicle before driving in the driving reservation. Charging management device.

Images